GAVIN NEWSOM, GOVERNOR OFFICE OF ADMINISTRATIVE LAW California Regulatory Notice Register REGISTER 2025, NUMBER 39–Z P UBLISHED WEEKLY BY THE OFFICE OF ADMINISTRATIVE LAW S EPTEMBER 26, 2025 PROPOSED ACTION ON REGULATIONS TITLE 10. BUREAU OF REAL ESTATE APPRAISERS Align Appraisal Review Requirements with the Uniform Standards of Professional Appraisal Practice (USP AP) — Notice File Number Z2025–0916–04 ...................................................... 1189 TITLES 13 AND 17.

AIR RESOURCES BOARD Proposed Amendments to the On–Road Heavy–Duty Engine and Vehicle Omnibus, Low Carbon Fuel Standards Regulations, and Permanent Adoption of the Emergency Vehicle Emissions Regulations — Notice File Number Z2025–0909–05 ................................................................ 1192 TITLE 14. FISH AND GAME COMMISSION Extension of the Red Abalone Fishery Closure — Notice File Number Z2025–0916–03 ........................ 1213 TITLE 14.

SAN FRANCISCO BAY CONSERV ATION AND DEVELOPMENT COMMISSION Amend Permitting Regulations — Notice File Number Z2025–0911–03 .................................... 1216 TITLE 17.

AIR RESOURCES BOARD Landfill Methane Regulation — Notice File Number –– Z2025–0909–02 ................................... 1220 GENERAL PUBLIC INTEREST DEPARTMENT OF FISH AND WILDLIFE Ocean Breeze Ranch, 2080–2025–006–05, San Diego County ............................................ 1227 FISH AND GAME COMMISSION Receipt of 19 CESA Petitions ...................................................................... 1228 OFFICE OF ENVIRONMENTAL HEALTH HAZARD ASSESSMENT Announcement of Availability of a Draft Public Health Goal for 1,4–Dioxane in Drinking Water, Public Comment Period, and Public Workshop ............................................................. 1229 (Continued on next page) Time- Dated Material

DECISION NOT TO PROCEED DEPARTMENT OF PUBLIC HEALTH Concerning Conflict of Interest Code (Previously Published in Notice Register 2025, Number 29–Z, July 18, 2025) .................................................................................. 1230 RULEMAKING PETITIONS DECISIONS DEPARTMENT OF CORRECTIONS AND REHABILITATION Notice of Decision on Petition from Jose Avila and Douglas Cornejo Regarding Amending Regulations .......... 1230 DIVISION OF WORKERS’ COMPENSATION Notice of Decision on Petition from Scott Ford, Tim W. English, and Ryan Vego Regarding Amending California Code of Regulations .................................................................... 1231

SUMMARY OF REGULATORY ACTIONS Regulations filed with Secretary of State ............................................................. 1233 The California Regulatory Notice Register is an official state publication of the Office of Administrative Law containing notices of proposed regulatory actions by state regulatory agencies to adopt, amend or repeal regulations contained in the California Code of Regulations. The effective period of a notice of proposed regulatory action by a state agency in the California Regulatory Notice Register shall not exceed one year [Government Code § 11346.4(b)].

It is suggested, therefore, that issues of the California Regulatory Notice Register be retained for a minimum of 18 months. CALIFORNIA REGULATORY NOTICE REGISTER is published weekly by the Office of Administrative Law, 300 Capitol Mall, Suite 1250, Sacramento, CA 95814-4339. The Register is printed by Barclays, a subsidiary of West, a Thomson Reuters Business, and is offered by subscription for $409.00 (annual price). To order or make changes to current subscriptions, please call (800) 328−4880. The Register can also be accessed at https://oal.ca.gov .

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1189 PROPOSED ACTION ON REGULATIONS Information contained in this document is published as received from agencies and is not edited by Thomson Reuters. TITLE 10. BUREAU OF REAL ESTATE APPRAISERS ALIGN APPRAISAL REVIEW REQUIREMENTS WITH USPAP NOTICE IS HEREBY GIVEN that the Bureau of Real Estate Appraisers (hereafter “Bureau”) is pro - posing to take the action described in the Informative Digest below, after considering all comments, objec - tions, and recommendations regarding the proposed action.

PUBLIC HEARING The Bureau has not scheduled a public hearing on this proposed action. However, the Bureau will hold a hearing if it receives a written request for a public hearing from any interested person, or his or her au - thorized representative, no later than 15 days prior to the close of the written comment period. A hearing may be requested by making such request in writing addressed to the individuals listed under “Contact Per- son” in this notice.

WRITTEN COMMENT PERIOD Written comments relevant to the action proposed, including those sent by mail, facsimile, or email to the addresses listed under “Contact Person” in this No - tice, must be received by the Bureau at its office no later than November 10, 2025 , or must be received by the Bureau at the hearing, should one be scheduled. AUTHORITY AND REFERENCE Pursuant to the authority vested by section(s) 11313 and 11314 of the Business and Professions Code (BPC), and to implement, interpret, or make specific

Chapter 491 Statutes of 1991,

Section 4; BPC

section 11340(c);

Section 1103 of Public Law 101–73 (12 USC 3301, etc.) Title XI (Real Estate Reform Amendment); and USPAP Ethics Provision, Record Keeping, the Bureau is considering amending

section 3705 of title 10 of the California Code of Regulations (CCR). INFORMATIVE DIGEST/POLICY STATEMENT OVERVIEW The Bureau of Real Estate Appraisers (Bureau) li - censes, regulates, and disciplines real estate apprais - ers, trainees, and registers appraisal management com- panies (AMC). In 1989, Title XI of the federal Finan - cial Institutions Reform, Recovery and Enforcement Act (“FIRREA” 12 U.S.C. § 3331 et seq.) was adopted by Congress mandating states to license and certify real estate appraisers who appraise property for feder- ally related transactions.

The federal law was enacted as a result of the savings and loan disaster. In response to the federal mandate, the Real Estate Appraisers Li - censing and Certification Law was enacted by the Cal- ifornia Legislature in 1990 (AB 527,

Chapter 491 of 1990) and the Bureau of Real Estate Appraisers (“Bu- reau”) was later established within the Department of Consumer Affairs, a department within the Busi - ness, Consumer Services, and Housing Agency. The Bureau is charged with developing and implementing a real estate appraiser licensing and certification pro - gram compliant with the federal mandate.

Section 4 of Stats.1990,

chapter 491 (A.B.527), provides: “It is the intent of the Legislature in enacting this act to implement the policy of the Congress as expressed in the Financial Institutions Re - form, Recovery and Enforcement Act of 1989, Public Law Number 101–73 (FIRREA), and to establish a state program to license and certify real estate appraisers.” (see Bus. & Prof.

Code, § 11300.) The Appraisal Foundation’s Appraisal Standards Board (ASB) is congressionally authorized under FIRREA to set the minimum standards for real estate appraisers, and as a result, the ASB establishes min - imum standards for conduct and practice the Bureau must enforce. (Bus. and Prof. Code, § 11314; “Require- ments for each level of licensure shall, at a minimum, meet the criteria established by the Appraiser Quali - fication Board of the Appraisal Foundation”; and, see also, 12 U.S.C. § 323.4; and Cal. Code Regs., title 10, § 3500(b) (4)).

All of FIRREA (Title XI) and the ASB criteria are incorporated by reference into the Business and Pro - fessions Code and California Code of Regulations, as follows: “Notwithstanding any other provision of this code, except as provided in subdivision (b), the Uniform Standards of Professional Appraisal Practice constitute the minimum standard of conduct and performance for a licensee in any work or service performed that is addressed by those standards. If a licensee also is certified by the Board of Equalization, he or she shall follow

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1190 the standards established by the Board of Equal- ization when fulfilling his or her responsibilities for assessment purposes.” (Bus. & Prof. Code, § 11319(a).) “Uniform Standards of Professional Appraisal Practice; (USPAP)” means those standards as adopted by the Appraisal Standards Board of the Appraisal Foundation .” (Cal.

Code Regs., title 10, § 3500(24).) “Every holder of a license under this part shall conform to and observe the Uniform Standards of Professional Appraisal Practice (USPAP) and any subsequent amendments thereto as pro - mulgated by the Appraisal Standards Board of The Appraisal Foundation which standards are herein incorporated into these regulations by reference as if fully set forth herein.” (Cal. Code Regs., title 10, § 3701.) The Bureau’s existing regulation at CCR

section 3705 is based upon a prior edition of the USPAP Stan- dards from 2016–17, which only cited to USPAP Stan- dard Rule 3 (“Standard 3”) since that rule contained all appraisal development and reporting requirements and was entitled “STANDARD 3: APPRAISAL RE - VIEW, DEVELOPMENT AND REPORTING”. However, as of January 1, 2018, the contents of USPAP Standard 3 were divided into both Standards 3 and 4 in the most recent edition of the USPAP.

An appraisal review involves both development and reporting (as specified in USPAP Standard 3) and the signature represents that the review appraiser accepts responsibility for, and has complied with, both the de- velopment and reporting standards of USPAP (as cur- rently specified in both USPAP Standards 3 and 4). As a result, the Bureau proposes to update its regula - tions consistent with USPAP review appraisal require- ments by retaining USPAP Standard 3, while add - ing a reference to USPAP Standard 4 in CCR

section 3705(b). The Bureau would also make other technical and grammatical changes to the text in subsections (

a) and (

b) to allow for consistency in terminology, and to accommodate the addition of Standard 4 to the text of subsection (b). Anticipated Benefits of Proposal The Bureau has determined that this regulatory pro- posal will have the following benefits to the health and welfare of California residents: The objective of this proposal is to ensure that the Bureau’s regulations accurately reflect the review ap - praisal requirements for real estate appraisers in com - pliance with federal law and that minimum standards in appraisal review are met and consistently enforced for the overall protection of the public.

This action also helps avoid licensee and staff confusion about whether the Bureau’s review appraisal requirements are com - pliant with federal law. This action helps ensure gov - ernmental transparency, legal compliance, accuracy in the Bureau’s operations and a well–informed public. This regulatory proposal does not affect worker safety or the state’s environment as it is not related to either of those issues.

Evaluation of Consistency and Compatibility with Existing State Regulations During the process of developing this regulatory proposal, the Bureau has conducted a search of any similar regulations on these topics and has concluded that these regulations are neither inconsistent nor in - compatible with existing state regulations. DISCLOSURES REGARDING THIS PROPOSED ACTION FISCAL IMPACT ESTIMATES Fiscal Impact on Public Agencies Including Costs or Savings to State Agencies or Costs/Savings in Federal Funding to the State: None. The proposed regulations do not result in a fiscal impact to the state.

This proposal conforms to the regulation regarding re- view appraisal requirements to current law and Bu - reau enforcement–related practices. The Bureau does not anticipate an additional workload or costs result - ing from the proposed regulations. The proposed regulations do not result in costs or savings in federal funding to the state. Nondiscretionary Costs/Savings to Local Agen - cies: None. Cost to any Local Agency or School District for which Government Code Sections 17500–17630 Re- quire Reimbursement: None. Mandate Imposed on Local Agencies or School Districts: None.

Significant Effect on Housing Costs: None. BUSINESS IMPACT ESTIMATES The Bureau has made the initial determination that the proposed regulatory action would have no signif - icant statewide adverse economic impact directly af - fecting business, including the ability of California businesses to compete with businesses in other states. This initial determination is based on the following facts: The proposed regulatory changes are administra - tive in nature and ensure transparency, legal compli - ance, and accuracy in the Bureau’s operations.

This proposal conforms to the regulation regarding the USPAP appraisal review requirements to current law and Bureau enforcement–related practices. As a result, the Bureau does not anticipate that any businesses, in-

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1191 cluding any businesses employing real estate apprais - ers, would be impacted by what the Bureau considers to be “clean–up” changes to its current regulation. Cost Impact on Representative Private Person or Business The Bureau is not aware of any cost impacts that a representative private person or business would nec - essarily incur in reasonable compliance with the pro - posed action.

RESULTS OF ECONOMIC IMPACT ASSESSMENT/ANALYSIS Impact on Jobs/Businesses The Bureau has determined that this regulatory pro- posal will not have any impact on the following: 1) the creation or elimination of jobs within the State, 2) the creation of new businesses or the elimination of existing businesses within the State, or, 3) the expansion of businesses currently doing busi- ness within the State. This proposal would not have any of the above–referenced impacts as explained in the “Busi - ness Impact Estimates”

section of this notice. Benefits of Regulation The Bureau has determined that this regulatory pro- posal will have the following benefits to the health and welfare of California residents: The objective of this proposal is to ensure that the Bureau’s regulations accurately reflect the review ap - praisal requirements for real estate appraisers in com - pliance with federal law and that minimum standards in appraisal review are met and consistently enforced for the overall protection of the public.

This action also helps avoid licensee and staff confusion about whether the Bureau’s review appraisal requirements are com - pliant with federal law. This action helps ensure gov - ernmental transparency, legal compliance, accuracy in the Bureau’s operations and a well–informed public. This regulatory proposal does not affect worker safety or the State’s environment as this proposal is not related to any of those issues. Business Reporting Requirements The regulatory action does not require businesses to file a report with the Bureau.

Effect on Small Business The Bureau has determined that the proposed reg - ulations will not affect small businesses as stated in the “Business Impact Estimates”

section of this No - tice. Any costs of compliance are a result of current law. This proposal simply conforms the regulation re- garding review appraisal requirements to current law and Bureau enforcement practices and would not af - fect small businesses. CONSIDERATION OF ALTERNATIVES In accordance with Government Code

section 11346.5, subdivision (a) (13), the Bureau must deter - mine that no reasonable alternative it considered to the regulation or that has otherwise been identified and brought to its attention would be more effective in car- rying out the purpose for which the action is proposed; would be as effective and less burdensome to affected private persons than the proposal described in this No- tice; or would be more cost–effective to affected pri - vate persons and equally effective in implementing the statutory policy or other provision of law.

Any interested person may submit comments to the Bureau in writing relevant to the above determina - tions at 3075 Prospect Park Drive, Suite 190, Rancho Cordova, CA 95670 during the written comment peri- od, or at the hearing if one is scheduled or requested. AVAILABILITY OF STATEMENT OF REASONS AND RULEMAKING FILE The Bureau has compiled a record for this regulato- ry action, which includes the Initial Statement of Rea- sons (ISOR), proposed regulatory text, and all the in - formation on which this proposal is based.

This mate- rial is contained in the rulemaking file and is available for public inspection upon request to the contact per - sons named in this Notice. TEXT OF PROPOSAL Copies of the exact language of the proposed regu - lations, and any document incorporated by reference, and of the initial statement of reasons, and all of the information upon which the proposal is based, may be obtained upon request from the Bureau, at 3075 Prospect Park Drive, Suite 190, Rancho Cordova, CA 95670.

AVAILABILITY OF CHANGED OR MODIFIED TEXT After considering all timely and relevant comments, the Bureau, upon its own motion or at the request of any interested party, may thereafter adopt the pro - posals substantially as described below or may modi - fy such proposals if such modifications are sufficient- ly related to the original text.

With the exception of technical or grammatical changes, the full text of any modified proposal, with the modifications clearly in - dicated, will be available for review and written com - ment for 15 days prior to its adoption from the persons designated in this Notice as the Contact Persons and will be mailed to those persons who submit written comments or oral testimony related to this proposal or

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1192 who have requested notification of any changes to the proposal. AVAILABILITY AND LOCATION OF THE FINAL STATEMENT OF REASONS AND RULEMAKING FILE All the information upon which the proposed reg - ulations are based is contained in the rulemaking file which is available for public inspection by contacting the person named below. You may obtain a copy of the Final Statement of Reasons once it has been prepared by making a writ - ten request to the Contact Persons named below or by accessing the website listed below.

CONTACT PERSONS Inquiries or comments concerning the proposed rulemaking action may be addressed to: Name: Christine Jacob, Attorney III Address: Bureau of Real Estate Appraisers 3075 Prospect Park Drive, Suite 190 Rancho Cordova, CA 95670. Telephone Number: (916) 574–8014 Fax Number: (916) 464–0131 Email Address: regulations@brea.ca.gov The backup contact person is: Name: Tinna Morlatt, Deputy Bureau Chief of Enforcement Address: Bureau of Real Estate Appraisers 3075 Prospect Park Drive, Suite 190 Rancho Cordova, CA 95670.

Telephone Number: (916) 610–9893 Fax Number: (916) 464–0131 Email Address: regulations@brea.ca.gov AVAILABILITY OF DOCUMENTS ON THE INTERNET Copies of the Notice of Proposed Action, the Initial Statement of Reasons, and the text of the regulations with modifications noted, as well as the Final State - ment of Reasons when completed, and modified text, if any, can be accessed through the Bureau’s website at https://brea.ca.gov/html/rulemaking.html. TITLES 13 AND 17.

AIR RESOURCES BOARD ON–ROAD HEAVY–DUTY ENGINE AND VEHICLE OMNIBUS, LOW CARBON FUEL STANDARD REGULATIONS, AND TO PERMANENTLY ADOPT THE EMERGENCY VEHICLE EMISSIONS REGULATIONS The California Air Resources Board (CARB or Board) will conduct a public hearing at the date and time noted below to consider approving proposed amendments to the On–Road Heavy–Duty Engine and Vehicle Omnibus Regulation, the Low Carbon Fuel Standard (LCFS), and to propose permanently adopting the Emergency Vehicle Emissions Regula - tions that CARB previously noticed as an emergency rulemaking on September 15, 2025.

CARB is proposing these Omnibus amendments, LCFS amendments, and permanent adoption of its Emergency Vehicle Emissions Regulations together as one rulemaking for administrative efficiency, but the Omnibus and Associated Amendments, LCFS Amendments, and Emergency Vehicle Emissions Regulations are three separate regulatory items pro - posed for approval. Date: November 20, 2025 Time: 9:00 a.m. In–Person Location: California Air Resources Board Byron Sher Auditorium 1001 I Street, Sacramento, California 95814 Remote Option: Zoom This public meeting may continue at 9:00 a.m. on November 21, 2025.

Please consult the public agenda, which will be posted ten days before the November 20, 2025, Board Meeting, for important details, including the day on which this item will be considered and how the public can participate via Zoom if they choose to be remote. WRITTEN COMMENT PERIOD AND SUBMITTAL OF COMMENTS In accordance with the Administrative Procedure Act, interested members of the public may present comments orally or in writing during the hearing and may provide comments by postal mail or by electronic

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1193 submittal before the hearing. The public comment pe- riod for this regulatory action will begin on September 26, 2025. Written comments not submitted during the hearing must be submitted on or after September 26, 2025, and received no later than November 10, 2025. Comments submitted outside that comment period are considered untimely. CARB may, but is not required to, respond to untimely comments, including those raising significant environmental issues.

The Board also encourages members of the public to bring to the attention of staff, in advance of the hearing, any sug - gestions for modification of the proposed regulatory action. Comments submitted in advance of the hear - ing must be addressed to one of the following: Postal mail: Clerks’ Office, California Air Resources Board 1001 I Street, Sacramento, California 95814 Electronic submittal: https://ww2.arb.ca.gov/lispub/comm/bclist.php Please note that under the California Public Records Act (Government Code

section 7920.000 et seq.), your written and oral comments, attachments, and associ - ated contact information (e.g., your address, phone, email, etc.) become part of the public record and can be released to the public upon request. Additionally, the Board requests but does not re - quire that persons who submit written comments to the Board reference the title of the proposal in their comments to facilitate review.

AUTHORITY AND REFERENCES The Omnibus regulatory action is proposed under the authority granted in California Health and Safe - ty Code, sections 38501, 38505, 38510, 38560, 38580, 39010, 39500, 39600, 39601, 39602.5, 39614, 39658, 39667, 40000, 43000.5, 43013, 43016, 43018, 43100, 43101, 43102, 43104, 43105, 43105.5, 43106, 43154, 43200, 43200.1, 43204, 43205, 43205.5, 43211, 43212, 43214, and 43806; and California Vehicle Code

section 28114. The Omnibus action is proposed to implement, interpret, and make specific sections 38501, 38505, 38510, 38560, 38580, 39010, 39500, 39600, 39601, 39602.5, 39614, 39658, 39667, 40000, 43000.5, 43013, 43016, 43018, 43100, 43101, 43102, 43104, 43105, 43105.5, 43106, 43154, 43200, 43200.1, 43204, 43205, 43205.5, 43211, 43212, 43214, and 43806 of the Cali- fornia Health and Safety Code; and California Vehicle Code

section 28114. The LCFS regulatory action is proposed under the authority granted in California Health and Safety Code, sections 38510, 38530, 38560, 38560.5, 38562.2, 38571, 38580, 39600, 39601, 41510, 41511, and 43018. The LCFS regulatory amendments are proposed to im- plement, interpret, and make specific sections 38501, 38510, 38571, 38580, 39000, 39001, 39002, 39003, 39515, 39516, 41510, 41511, and 43000 of the Health and Safety Code;

section 25000.5 of the Public Re - sources Code; 42 U.S.C.

section 7545; and Western Oil and Gas Ass’n v. Orange County Air Pollution Control District, 14 Cal.3d 411, 121 Cal.Rptr. 249 (1975). The Emergency Vehicle Emissions regulatory ac - tion is proposed under the authority granted in Cali - fornia Health and Safety Code, sections 38501, 38505, 38510, 38560, 39002, 39003, 39010, 39500, 39600, 39601, 39602.5, 39614, 39658, 39667, 40000, 43000.5, 43013, 43016, 43018, 43100, 43101, 43102, 43104, 43105, 43105.5, 43106, 43154, 43200, 43200.1, 43204, 43205, 43205.5, 43210, 43211, 43212, 43214, 43600 and 43806, and Vehicle Code sections 27156 and 28114.

This ac- tion is proposed to implement, interpret, and make specific sections 38501, 38505, 38510, 38560, 38562, 38580, 39002, 39003, 39010, 39500, 39600, 39601, 39602.5, 39614, 39658, 39667, 40000, 43000, 43000.5, 43013, 43016, 43018, 43018.5, 43100, 43101, 43102, 43104, 43105, 43105.5, 43106, 43107, 43154, 43200, 43200.1, 43204, 43205, 43205.5, 43211, 43212, 43214, 43600 and 43806 of the California Health and Safety Code; and California Vehicle Code

section 28114. INFORMATIVE DIGEST OF PROPOSED ACTION AND POLICY STATEMENT OVERVIEW (Gov.

Code, § 11346.5, subdivision (a) (3)) Sections Affected Proposed amendments to California Code of Regu - lations, title 13, sections: 1900, 1956.8, 1961.2, 1961.3, 1962.2, 1962.3, 1965, 1968.2, 1968.5, 1969, 1971.1, 1971.5, 1976, 1978, 2035, 2036, 2037, 2038, 2039, 2040, 2111, 2112, 2113, 2114, 2115, 2116, 2117, 2118, 2119, 2121, 2123, 2125, 2126, 2127, 2128, 2129, 2130, 2131, 2133, 2137, 2139, 2139.5, 2140, 2141, 2142, 2143, 2144, 2145, 2146, 2147, 2148, 2149, 2166, 2166.1, 2167, 2168, 2169, 2169.1, 2169.2, 2169.3, 2169.4, 2169.5, 2169.6, 2169.7, 2169.8, 2170, 2317, 2423, 2485, and 2903.

Proposed adoption of new sections 1900.0.1, 1956.8.1, 1956.8.2, 1961.2.1, 1961.3.1, 1962.2.1, 1962.3.1, 1965.0.1, 1968.2.1, 1968.5.1, 1969.0.1, 1971.1.1, 1971.5.1, 1976.0.1, 1978.0.1, 2035.0.1, 2036.0.1, 2037.0.1, 2038.0.1, 2040.0.1, 2111.0.1,2112.0.1, 2113.0.1, 2114.0.1, 2115.0.1, 2116.0.1, 2117.0.1, 2118.0.1, 2119.0.1, 2121.0.1, 2123.0.1, 2125.0.1, 2126.0.1, 2127.0.1, 2128.0.1, 2129.0.1, 2130.0.1, 2131.0.1, 2133.0.1, 2137.0.1, 2139.0.1, 2140.0.1, 2141.0.1, 2142.0.1, 2143.0.1, 2144.0.1, 2145.0.1, 2146.0.1, 2147.0.1, 2148.0.1, 2149.0.1, 2317.0.1, 2423.0.1, 2485.0.1, 2903.0.1 in title 13 of the California Code of Regulations.

Proposed amendments to California Code of Regu - lations, title 17, sections 95300, 95301, 95302, 95303,

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1194 95304, 95305, 95306, 95307, 95308, 95309, 95310, 95311, 95312, 95481, 95488.8, 95660, 95661, 95662, and 95663, and 95664. Proposed adoption of new sections 95300.0.1, 95301.0.1, 95302.0.1, 95303.0.1, 95304.0.1, 95305.0.1, 95306.0.1, 95307.0.1, 95308.0.1, 95309.0.1, 95310.0.1, 95311.0.1, 95312.0.1, 95660.0.1, 95661.0.1, 95662.0.1, 95663.0.1, and 95664.0.1. Documents Incorporated by Reference (Cal. Code Regs., title 1, § 20, subdivision (c) (3)) See APPENDIX A: Documents Incorporated by Reference.

BACKGROUND AND EFFECT OF THE PROPOSED REGULATORY ACTIONS Existing Omnibus Regulatory Requirements On–road heavy–duty (HD) vehicles operate throughout California and are an essential part of the state’s economy; they include long–haul trucks, dray - age trucks, transit buses, refuse trucks, and other commercial work vehicles. According to California’s emissions inventory model, 1 almost one million HD vehicles operate on California roads each year. These vehicles are significant sources of oxides of nitrogen (NOx), particulate matter (PM), and greenhouse gas emissions.

In 2024, HD vehicles were the largest NOx emissions source category in the state, contributing 21% of all statewide NOx emissions. 2 In March 2017, CARB adopted the 2016 State Strat- egy for the State Implementation Plan. 3 This docu- ment describes the measures needed to achieve the reductions necessary from mobile sources, fuels, and consumer products to meet federal ozone and PM with a diameter of 2.5 micrometers or less (PM2.5) stan - dards over a 15–year period.

The Low–NOx Engine Standard and parts of the Lower In–Use Emission Performance Level are two measures (known as the Omnibus regulation today) in the 2016 State Strate - gy for the State Implementation Plan. These measures were designed to introduce lower emissions engine technologies that will substantially reduce NOx emis - sions from new on–road HD vehicles and ensure that those HD vehicles continue to operate at their cleanest possible levels throughout their useful life (UL). The Heavy–Duty Engine and Vehicle Omnibus (Omnibus) regulation implements these two measures.

On September 9, 2021, the Board adopted the Omni- bus regulation, which established more stringent emis- sions standards and test procedures for new 2024 and 1 CARB Emission FACtors (EMFAC) Model. 2 Based on CARB’s California Emission Projection Analysis Model (CEPAM), CEPAM2019v1.04 — Standard Emission Tool. 3 CARB, 2016 State Strategy for the State Implementation Plan for Federal Ozone and PM2.5 Standards (State SIP Strategy). subsequent model year (MY) HD engines (HDE). 4 The NOx emission standard and associated require - ments were designed to be implemented in three dis - tinct steps, with the first step applying to 2024 through 2026 MY HDEs.

Furthermore, the PM standard was reduced by 50%, from 0.01 to 0.005 grams per horse - power–hour, beginning with the 2024 MY. In the sec- ond step, more stringent emission standards and re - quirements were specified for 2027 through 2030 MY HDEs, along with an increase to the warranty and UL periods. In the final step, the UL and warranty periods were increased for 2031 and subsequent MYs, with the emissions standards being adjusted in accordance with the new UL periods.

In addition to more stringent exhaust emissions standards, the Omnibus regulation also replaced the Not–to–Exceed in–use testing meth- odology with a more effective three–bin moving aver- age window methodology. Federal Action — Clean Trucks Plan Final Rule for Control of Air Pollution from New Motor Vehicles: Heavy–Duty Engine and Vehicle Standards On January 24, 2023, U.S. EPA published the Clean Trucks Plan Final Rule for Control of Air Pollution from New Motor Vehicles: Heavy–Duty Engine and Vehicle Standards 5 (EPA–NOX rule) in the Federal Register.

The EPA–NOx rule established more strin - gent criteria pollutant emissions standards for 2027 and later MY HDEs and contains many elements sim- ilar to CARB’s Omnibus regulation. Clean Truck Partnership After the adoption of the EPA–NOx rule, many HDE manufacturers expressed concerns about the dif- ferences between the requirements in the Omnibus regulation and the EPA–NOx rule. The manufacturers expressed a strong desire for and interest in aligned standards — between California and U.S. EPA — for limiting criteria pollutant emissions from HD trucks.

With a single national program, HDE manufacturers would be able to design and offer a single engine plat- form that could be certified by both CARB and U.S. EPA and offered to customers nationwide. Discussions between CARB, HDE manufacturers, and the Truck and Engine Manufacturers Association 4 CARB, Staff Report: Initial Statement of Reasons, Public Hearing to Consider the Proposed Heavy–Duty Engine and Ve - hicle Omnibus Regulation and Associated Amendments, August 27, 2020. The Omnibus regulation is comprised of elements of title 13, Cal.

Code Regs., §§ 1 900, 1956.8, 1961.2, 1965, 1968.2, 1971.1, 1971.5, 2035, 2036, 2111, 2112, 2113, 2114, 2115, 2116, 2117, 2118, 2119, 2121, 2123, 2125, 2126, 2127, 2128, 2129, 2130, 2131, 2133, 2137, 2139, 2139.5, 2140, 2141, 2142, 2143, 2144, 2145, 2146, 2147, 2148, 2149, 2166, 2166.1, 2167, 2168, 2169, 2169.1 through 2169.8, 2170, 2423, and 2485; and title 17 Cal. Code Regs. §§ 95662 and 95663. 5 Final Rule: Control of Air Pollution from New Motor Vehicles: Heavy–Duty Engine and Vehicle Standards, United States Envi - ronmental Protection Agency, Federal Register Vol. 88, Number 15, January 24, 2023.

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1195 in early 2023 led to the signing of the Clean Truck Partnership (CTP) in July 2023. 6 Under the CTP, CARB agreed to propose amendments to the Omni - bus regulation to address several industry concerns while aligning mostly with the various elements of the EPA–NOx rule for model year 2027 and subsequent. In return, certain manufacturers agreed to comply with the applicable requirements in California irre - spective of the outcome of any litigation challenging the Omnibus regulation or of CARB’s overall authori- ty to implement these regulations.

In this rulemaking, CARB staff is proposing amendments to the Omnibus regulation to align with the EPA–NOx rule for model year 2027 and subse - quent. This proposal fulfills CARB’s promise to pro - pose amendments to the Omnibus regulation under the Clean Truck Partnership. These proposed amend - ments to the California Code of Regulations do not implicate questions, raised in separate litigation, about whether the Omnibus regulation is enforceable under federal law.

Existing Advanced Clean Cars and Medium– and Heavy–Duty Vehicle and Engine Regulatory Requirements Passenger cars and light trucks are a significant source of NOx, other smog–forming emissions and PM2.5 in California, with over 26 million such vehi - cles on the road, which are estimated to travel over 285 billion miles in 2025. California’s Low Emission Vehicle III (LEV III) regulations, adopted on January 26, 2012, and subse - quently updated, tightened criteria pollutant standards for 2015 through 2025 and subsequent model years. 7 The U.S.

EPA granted California’s request for a Clean Air Act preemption waiver, authorizing enforcement of these regulations, in 2013. 8 As part of the Advanced Clean Cars II regulations adopted on June 9, 2022, more stringent criteria–emission standards known as Low Emission Vehicle IV (LEV IV) established new requirements for 2026 and subsequent model years, thereby displacing the LEV III criteria pollutant regu- lation after the 2025 model year. California first regulated heavy–duty vehicle ex - haust emissions in 1969. In 2005 and 2010, U.S.

EPA granted waivers for California’s medium– and heavy–duty engine and vehicle regulations for diesel and Otto–cycle engine standards. 9 In 2017, the U.S. 6 Clean Truck Partnership Agreement, California Air Resources Board, July 5, 2023. 7 The LEV III regulations were subsequently amended in 2012 (Register 2012, Number 32 and Register 2013, Number 1), 2015 (Register 2015, Number 41) and 2018 (Register 2018, Number 50). 8 78 Fed. Reg. 2,113 (Jan. 9, 2013); see also 87 Fed. Reg. 14,332 (Mar. 14, 2022) [restoring waiver]. 9 70 Fed. Reg. 50,322 (Aug. 26, 2005); 75 Fed. Reg. 70,238 (Nov. 17, 2010).

EPA granted California a waiver of federal preemp - tion for several sets of amendments to CARB’s emis - sion standards for medium– and heavy–duty vehicles adopted in 2011, 2008, 2007, and 2006. 10 In 2016, the U.S. EPA granted California’s requests for waivers for its on–board diagnostic (OBD) systems for light–, medium–, and heavy–duty vehicles adopted in 2013 (the OBD II and HD OBD regulations). 11 California’s Omnibus regulations, adopted in 2020 and amended in 2023, tightened CARB’s criteria pollutant standards for medium– and heavy–duty vehicles. 12 In 2016, U.S.

EPA also granted California a waiver for its Phase 1 Greenhouse Gas emission standards adopted in 2013. 13 On January 6, 2025, U.S.

EPA published its notic - es of decision granting California’s requests for Clean Air Act preemption waivers, authorizing the enforce - ment of the LEV IV regulations (as part of the Ad - vanced Clean Cars II regulation) and the Omnibus reg- ulation. 14 On June 12, 2025, President Trump signed congressional resolutions that purported to disapprove these and one other waiver not at issue here. 15 Califor- nia and a coalition of states promptly filed suit to chal- lenge these resolutions targeting three waiver actions granted to California. 16 That case remains pending.

The congressional resolutions have introduced an unprecedented degree of uncertainty into the Califor - nia market for new motor vehicles. Specifically, the resolutions purported to invalidate preemption waiv - ers authorizing enforcement of newer, more stringent vehicle emission standards that had displaced ear - lier regulations for which preemption had also been waived. That has left questions about which regula - tions apply.

To clarify and ensure that new vehicles and engines can continue to be sold in California, de - spite the ongoing uncertainty created by the federal government’s actions, CARB has taken several steps, including the adoption of the Emergency Vehicle Emission Regulations. Here, CARB is proposing to make permanent the Emergency Vehicle Emissions Regulations. The 10 82 Fed. Reg. 4,867 (Jan. 17, 2017). 11 81 Fed. Reg. 78,143 (Nov. 7, 2016), 81 Fed. Reg. 78,149 (Nov. 7, 2016). 12 See Register 2020, Number 4 (26–Z), and Register 2024, Number 22 (31–Z). 13 T h e P r o p o s e d G r e e n h o u s e G a s ( G H

G) R e g u l a t i o n s F o r Medium– And Heavy–Duty Engines And Vehicles, Optional Reduced Emission Standards For Heavy–Duty Engines, And Amendments To The Tractor–Trailer GHG Regulation, Diesel– Fueled Commercial Motor Vehicle Idling Rule, And The Heavy– Duty Hybrid–Electric Vehicles Certification Procedures, adopted 2014, Register 2014, Number 49; 81 Fed. Reg. 52,680 (June 9, 2016). 14 90 Fed. Reg. 642 (Jan. 6, 2025), 90 Fed. Reg. 643 (Jan. 6, 2025). 15 H.J. Res. 88 (119th Congress), H.J. Res. 89 (199th Congress). 16 State of California, et al., v. United States of America, et al., (ND Cal., case Number 3:25–cv–04966).

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1196 amendments would confirm that, until a court resolves the uncertainty created by the federal government’s actions, certain earlier regulations (displaced by Ad - vanced Clean Cars II and Omnibus) remain operative (as previously adopted) with the caveat that CARB may enforce Advanced Clean Cars II and Omnibus, to the extent permitted by law, in the event a court of law holds invalid the resolutions purporting to disapprove those waivers.

Existing LCFS Regulation The LCFS is a key part of California’s transporta - tion decarbonization strategy and a successful one thus far. The LCFS provides economic incentives to produce cleaner fuels like electricity, hydrogen and biofuels that are needed to displace fossil fuels and re- duce transportation sector emissions.

Summary of the Proposed Regulatory Actions 1. Proposed regulatory action to amend the Omnibus Regulation: The proposed regulatory action to amend the Om - nibus regulation would largely align most of the re - quirements for new 2027 and subsequent MY HDEs with the corresponding provisions of the EPA–NOx rule.

CARB staff proposes to align the following Om- nibus requirements for HD compression–ignition and spark–ignition engines with the corresponding EPA–NOx rule: ● Certification emissions standards and test proce - dures for criteria pollutants including NOx, PM, carbon monoxide and hydrocarbons; ● Merging the California–Averaging, Banking, and Trading (ABT) program with the federal–ABT program; ● Durability demonstration provisions; ● UL and warranty periods for mileage, years, and hours; and, ● HD in–use testing program including the two–bin moving average window analysis meth - odology and the off–cycle standards with some differences in the interim compliance allowance and the ambient temperature adjustment factor.

CARB staff is also proposing to end the applicabil - ity of the transit agency diesel–fueled bus and engine exemption request process beginning with the 2027 M Y. a. Proposed regulatory action to amend the On–Board Diagnostic (OBD) Regulations: CARB staff is also proposing the following amend- ments to the OBD regulations: ● Updates to the

definitions of the Federal Test Pro- cedure cycle and the Supplemental Emission Test cycle; ● Modifications to the engine aging require - ments for durability demonstration testing of medium–duty engines (MDE) and HDEs; ● Adoption of alternate, higher malfunction crite - ria, higher nonconformance criteria, and more relaxed test–out criteria for OBD monitors to account for the proposed lower Federal Test Pro- cedure non–methane hydrocarbon and carbon monoxide standards for 2027 and subsequent MY MDEs and HDEs; and, ● Adoption of new data stream parameters required to be made available on HDEs.

Additionally, to address manufacturers’ implemen - tation concerns and improve CARB staff’s review of OBD applications, CARB staff is proposing the fol - lowing amendments: ● Modifications to the NOx sensor monitor com - pliance criteria to address issues with the current criteria; ● Modifications to the in–use monitor performance denominator incrementing criteria for monitors that are part of a multiple NOx converting cat - alyst system to address issues of possible low in–use monitoring frequency; ● Modifications to the criteria to be exempt from monitoring the catalyzed PM filter non–methane hydrocarbon conversion capability to address im- plementation issues; ● Modifications to the criteria to set the readiness status for a readiness group to “complete” to ad - dress monitors that do not run frequently in–use; ● Substitution of the not–to–exceed bin with the new two–bin moving average window bins for NOx emission tracking (i.e., the REAL require - ments) in order to align with the binning method used for tailpipe in–use compliance testing; ● Changes to manufacturer self–testing engine se - lection criteria and testing deadlines for HDEs to account for the updated full UL mileage requirements; ● Delay to the implementation date of the final in–use monitor performance ratio for the PM fil - ter monitors on light–duty vehicles and engines and medium–duty vehicles and MDEs; and, ● New required CARB templates for manufacturer submission of OBD information and test data to standardize data and information submitted by manufacturers and help CARB staff review the data and information.

CARB staff is also proposing several amendments to the OBD regulations to correct errors and to align with the in–use emission warranty information and reporting (EWIR) requirements.

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1197 b.

P roposed regulatory action to amend the EWIR Requirements and Corrective Action Procedures Furthermore, to address issues that have arisen within the EWIR program, CARB staff is proposing the following amendments to the EWIR requirements and corrective action procedures: ● Failure levels triggering recall and corrective ac - tion for 2027 and subsequent MYs; ● Allowing manufacturers to collect new owner in- formation using alternative methods for vehicles that are subject to corrective action; ● Changing the proof of correction requirements for over–the–air recalls; and, ● CARB no longer requires recall repair labels for recalls that only involve software reflashes. 2.

P roposed regulatory action to make permanent the Emergency Vehicle Emissions Regulations: CARB proposed its Emergency Vehicle Regulations to maintain protective emission standards for vehicles and engines while ensuring manufacturers can sell ve- hicles and engines into California despite the emer - gency the federal government has created by issuing illegal and unconstitutional congressional resolutions targeting its waivers.

To ensure that new motor vehicles can continue to be sold in California, despite the ongoing uncer - tainty introduced by the federal government into the State’s longstanding regulatory program, CARB staff is proposing to amend its regulations to clarify that the criteria pollution provisions of the LEV III reg - ulation remain operative, with the caveat that CARB may enforce Advanced Clean Cars (ACC) II, to the ex- tent permitted by law, in the event a court of law holds invalid the resolution purporting to disapprove that waiver.

CARB staff is thus proposing to make perma- nent its Emergency Vehicle Emissions Regulations. CARB staff is similarly proposing to make perma- nent its Emergency Vehicle Emissions Regulations amendments to the medium– and heavy–duty regula- tions to clarify that the pre–Omnibus provisions 17 re- main operative, with the caveat that CARB may en - force the Omnibus regulation, to the extent permitted by law, in the event a court of law holds invalid the res- olutions purporting to disapprove that waiver. CARB continues to accept and process certification applications for the LEV IV and Omnibus emission standards.

Hence, both sets of standards will be pres - ent in the California Code of Regulations during this period of unprecedented uncertainty.

Regulated par - 17 These regulations, as described in this notice and in the Emer - gency Vehicle Emission Regulations, encompass provisions for OBD systems for light–, medium–, and heavy–duty engines and vehicles, greenhouse gas emissions from medium– and heavy– duty vehicles, and related requirements in the sections of titles 13 and 17 listed as encompassed in this proposal. ties may choose to follow either the Advanced Clean Cars II or Omnibus standards or the older pre–ACC II and pre–Omnibus provisions.

Regulated parties, however, assume the risk of non–compliance if they choose to certify only to the older provisions, and the congressional resolutions disapproving the waivers of federal preemption under the Clean Air Act are de - clared invalid. CARB may also consider other changes to the sec - tions affected, as listed on page 2 of this notice, or oth- er sections within the scope of this notice, during the course of this rulemaking process. 3.

P roposed regulatory action to amend the LCFS Regulation: To increase opportunities for near–term, low–emission electrification solutions to provide elec- tricity vehicle fueling while charging station operators work with utilities to connect their sites to electricity distribution systems, CARB staff is proposing to allow the use of indirect accounting of renewable natural gas (RNG) for LCFS reporting and crediting of electrici - ty for vehicle charging produced by linear generators. This proposal may increase the near–term availabili - ty of low–carbon intensity electricity for electric truck refueling.

OBJECTIVES AND BENEFITS OF THE PROPOSED REGULATORY ACTIONS Objectives The primary goal of the proposed Omnibus regu- latory action is to largely align with the federal emis - sions standards and test procedures for 2027 and sub - sequent MY HDEs in the event California prevails in its challenge to the congressional resolution targeting its Clean Air Act waiver. Harmonization with the fed- eral requirements would enable manufacturers to de - sign and produce a single product line of engine fam - ilies that comply with both the U.S. EPA and CARB emissions standards.

This single platform would then be available for sale in all 50 states, thereby reducing the costs of compliance for the industry and improv - ing the cost–effectiveness of the regulations over the long term. Harmonization would also enable technol - ogy suppliers and manufacturers to efficiently produce a single set of reliable and compliant products. In addition to amendments to align with the EPA–NOx rule, CARB staff is also proposing amend- ments to the OBD regulations at the request of manu- facturers to address implementation concerns and pro- vide additional flexibility to manufacturers.

Further - more, as part of the harmonization with the EPA–NOx rule, CARB staff is proposing to amend the warranty periods; accordingly, the proposed regulatory action also aims to align the EWIR and Corrective Action

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1198 Procedures with these changes, and to streamline the EWIR reporting requirements. The goal of the Emergency Vehicle Emissions Reg- ulations, which CARB is proposing to make perma - nent here, is to clarify and ensure that new motor ve - hicles can be sold in California despite the unprece - dented uncertainty introduced by the federal govern - ment into CARB’s longstanding regulatory program. These amendments will ensure that new vehicles and engines sold in California will meet the emission stan- dards and requirements for which U.S.

EPA has grant- ed a waiver and that were in place before the congres- sional resolutions targeted California’s waivers for the ACC II and Omnibus regulations. The primary goal of the proposed LCFS regulatory action is to allow book–and–claim accounting of re - newable natural gas (RNG) to produce electricity for electric vehicle charging, if the electricity is generated using a linear generator.

This proposal may increase the near–term availability of low–carbon intensity electricity for electric truck refueling in high demand freight corridors where trucks are operating and helps advance California’s zero emission vehicle and car - bon neutrality goals. Truck fleets pursuing zero emis - sions truck deployment have a need for near–term, low–emission electrification solutions to provide elec- tricity while charging station operators work with util- ities to electrify their sites.

Environmental and Health Benefits The proposed Omnibus regulatory action aims to largely align the Omnibus regulation’s requirements with the federal EPA–NOx rule. These amendments are expected to result in a regulation that significant - ly decreases NOx emissions from HD truck engines compared to today’s emissions levels, albeit slightly less than expected from the existing Omnibus regu - lation. The proposed regulatory action is estimated to achieve approximately 2% less NOx emission bene - fits cumulatively over the analysis period from 2027 to 2036 relative to the existing Omnibus regulation.

The Omnibus regulatory action does not propose any changes to the PM emissions standards for MDEs and HDEs. Therefore, no changes to PM emissions from medium–duty and HD trucks are expected by the proposed amendments. However, since NOx is a precursor to secondary PM2.5 formation, NOx emis - sions reductions from the proposed regulatory action would also impact ambient PM2.5 emissions.

The im- pacts on secondary PM2.5 formation from the pro - posed regulatory action is expected to reduce the health benefits from the existing Omnibus regulation by 5% in avoided mortality and 4% in avoided hospi - talization during the analysis years from 2027 through 2036. It is important to note that the proposed regula - tory action enables CARB to comply with the terms of the Clean Truck Partnership, which is intended to se - cure important emissions benefits from the HD sector as a whole.

CARB’s proposal to make permanent its Emergen - cy Vehicle Emissions Regulations will provide clari - ty and ensure that, at a minimum, the criteria pollut - ant emission standards for new passenger cars, light trucks, and chassis–certified medium–duty vehicles up to 14,000 pounds, which have become status quo starting with the 2017 model year, will continue be - yond the 2025 model year. The proposal will also en - sure that the standards that predated the Omnibus reg- ulations would remain effective, as would other reg - ulations for which U.S. EPA has granted a required waiver that remains in place.

The proposed regulato - ry action will ensure that these future, new engines and vehicles will continue, at a minimum, to adhere to the same standards required of vehicles today. CARB has enforced LEV III and pre–Omnibus standards, or stricter standards, since those standards went into ef - fect, and thus the proposed regulatory action has no adverse environmental or health impact.

The proposed LCFS amendments are not expected to result in changes to NOx nor PM as compared to the baseline scenario, which assumes that linear gen - erators are already operational at sites that may choose to use indirect accounting for RNG. Furthermore, if utilized, RNG would be accounted for through book–and–claim to match the fossil natural gas cur - rently being used in linear generators at truck charging sites and therefore would not result in changes to NOx and PM emissions.

Economic Impacts The proposed Omnibus regulatory action to large - ly align with the EPA–NOx rule would numerically change the emissions standards specified in the exist - ing Omnibus regulation. However, the difference in the emissions standards is not expected to change the technology package required to meet the emissions limits. In both the Omnibus and EPA–NOx regula - tions, the technologies identified to meet the standards are the same. As a result, there is no cost impact due to the technology package needed to meet the proposed emissions standards.

However, there will be cost impacts from the align- ment of other provisions of the Omnibus regulation with the EPA–NOx rule. These provisions include amendments to the durability demonstration provi - sions, warranty requirements, in–use testing program, and ABT program. Other amendments that would have cost impacts are the proposed amendments to the OBD regulation, EWIR, and corrective action require- ments, and terminating the applicability of the transit agency exemption provisions.

CARB staff evaluated the cost impacts of the pro - posed regulatory action against the existing Omnibus regulation for the analysis period from 2027 through

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1199 2036. The total statewide economic impact is estimat- ed to be a cost of $39.4 million from 2027 through 2032, followed by a saving of $24.9 million from 2033 through 2036, resulting in a net cost of $14.5 million over the full analysis period.

CARB does not anticipate any cost impacts from its proposal to make permanent its Emergency Vehicle Emissions Regulations because the compliance path - ways available to manufacturers have already been understood for years; and manufacturers have either already achieved or planned to achieve one or more of the compliance pathways. CARB staff does not anticipate either cost or cost–saving impacts from the proposed LCFS regula - tory action since the additional cost for RNG as com - pared to fossil natural gas is larger than expected cred- it revenue.

For additional economic analysis, please see ISOR prepared for the LCFS regulatory action in Appendix F,

Chapter VIII. The proposed regulatory actions for Omnibus are not expected to impact job creation or elimination, business creation or elimination, or expansion of busi- ness for California fleets, since the average incremen- tal cost of $100 per vehicle is negligible. The proposed regulatory action would make California state fleets equally competitive with out–of–state fleets by pur - chasing products that would be certified for all 50 states. COMPARABLE FEDERAL REGULATIONS Both California and U.S.

EPA have comparable yet distinct authorities to set emissions standards for new motor vehicles and for new motor vehicle en - gines. CARB’s legal authority to establish emissions standards and other emission–related requirements for new motor vehicles and new motor vehicle en - gines is as described in the Initial Statement of Rea - sons (ISOR),

Chapter II. U.S. EPA ’s authority to set comparable emissions standards and emission–related requirements is contained in

Section 202(a) (1) of the Clean Air Act. In September 2021, CARB adopted the HD Omni - bus regulation applicable to new 2024 and later MY HDEs, resulting in emissions standards and test pro - cedures that are more stringent than the correspond - ing federal requirements.

As a result, beginning with MY 2024, manufacturers were certifying and produc - ing two different sets of engine families: one set of HD Omnibus compliant engine families for sale in California and states that have adopted the Omnibus regulation, and a separate set of engine families that meet the federal requirements for sale in the remain - ing states. On January 24, 2023, U.S. EPA adopted the EPA–NOx rule which established criteria pollutant emissions standards and test procedures for 2027 and subsequent MY HDEs that are comparable in strin - gency to the 2027 MY HD Omnibus requirements.

Via the proposed amendments, CARB staff is pro - posing to largely align with the 2027 MY federal re - quirements. Harmonization with the 2027 MY feder - al requirements would enable the regulated industry to design and produce a single product line of engines and vehicles that can be certified to both U.S. EPA and CARB emissions standards and sold in all 50 states. For 2026 model year, U.S. EPA ’s Tier 3 criteria pol- lutant standards are similar to the LEV III require - ments for NMOG+NOx, but not as stringent for par - ticulate matter. On March 20, 2024, U.S.

EPA adopted their Multi–Pollutant Emissions Standards for Mod - el Years 2027 and Later Light–Duty and Medium– Duty Vehicles Rule, that sets new Tier 4 standards to further reduce harmful air pollutant emissions from light–duty and medium–duty vehicles starting with model year 2027. Portions of this rule are identical to elements of the LEV IV requirements for those model years, but otherwise are more stringent once they are fully phased in by the 2033 model year than the LEV III requirements would be. There is no federal regulation comparable to the LCFS regulation.

AN EVALUATION OF INCONSISTENCY OR INCOMPATIBILITY WITH EXISTING STATE REGULATIONS (Gov. Code, § 11346.5, subdivision (a) (3) (D)) During the process of developing the proposed reg - ulatory action, CARB conducted a search of similar regulations on this topic and concluded these regula - tory actions are neither inconsistent nor incompatible with existing state regulations. DISCLOSURES REGARDING THE PROPOSED REGULATIONS Fiscal Impact/Local Mandate Determination Regarding the Proposed Actions (Gov.

Code, § 11346.5, subdivisions (a) (5)&(6)) The determinations of the Board’s Executive Offi - cer concerning the costs or savings incurred by public agencies and private persons and businesses in reason- able compliance with the proposed regulatory actions are presented below.

Under Government Code sections 11346.5, subdivi- sion (a) (5) and 11346.5, subdivision (a) (6), the Execu- tive Officer has determined that the proposed regula - tory actions would create costs or savings to any State agency, would not create costs or savings in federal funding to the State, would create costs or mandates to any local agency or school district, whether or not re -

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1200 imbursable by the State under Government Code, title 2, division 4,

part 7 (commencing with

section 17500), or other nondiscretionary cost or savings to State or local agencies. Cost to any Local Agency or School District Requiring Reimbursement under Gov. Code

section 17500 et seq.: The proposed Omnibus regulatory action is expect - ed to have fiscal impacts on local governments. Fis - cal impacts are expected to stem from local govern - ment fleet purchases and tax revenue from statewide sales. However, these costs to local agencies are not reimbursable by the State under Government Code, title 2, division 4,

part 7 (commencing with

section 17500). The mandate is not reimbursable because the costs associated with the proposed regulatory action apply generally to all entities that purchase affected vehicles, including local agencies. Therefore, the reg - ulation does not constitute a “Program” imposing any unique requirements on local agencies as set forth in

section 17514 of the California Government Code. Local government fleet purchases are estimated to be 100% of the transit vehicle sales and approxi - mately 10.7% of statewide non–transit vehicle sales. As a result, local governments are expected to bear 100% of the transit vehicle cost and 10.7% of statewide non–transit vehicle costs. Local governments are es - timated to receive 4.8% sales tax revenue from state - wide vehicle sales to businesses.

The proposed Omnibus regulatory action is estimat- ed to result in $5.84 million in costs to local govern - ment fleets from 2027 to 2032, and $2.67 million in savings to local government fleets from 2033 to 2036. The proposed regulatory action is estimated to result in $1.57 million of additional local tax revenue from 2027 to 2032, and $1.04 million in decreased local tax revenue from 2033 to 2036. Between 2027 and 2036, the overall net fiscal impact from the proposed regu - latory action on local governments is a cost of about $2.65 million.

The proposal to make permanent the Emergency Vehicle Regulations proposal is not expected to result in a change to fiscal impacts on local governments, where the proposal is clarifying that regulations that have been in place for years and that are less burden - some to vehicle and engine manufacturers than the previously adopted regulations remain operative. The proposed LCFS amendments are not expected to have fiscal impacts on local governments. Cost or Savings for State Agencies: The proposed Omnibus regulatory action is expect - ed to have fiscal impacts on state government.

Fis - cal impacts are expected to stem from state govern - ment fleet purchases and tax revenue from statewide sales. State government fleet purchases are estimated to be approximately 3.3% of statewide non–transit ve- hicle sales, therefore, state governments are expected to bear 3.3% of statewide estimated non–transit vehi - cle costs. State governments are also estimated to re - ceive 3.9% in tax revenue from statewide vehicle sales to businesses.

The proposed Omnibus regulatory action is estimat- ed to result in $1.24 million in costs to state govern - ment fleets from 2027 to 2032, and $0.82 million in savings to state government fleets from 2033 to 2036. The proposed Omnibus regulatory action is estimated to result in $1.27 million of additional state tax reve - nue from 2027 to 2032, and $0.84 million in decreased state tax revenue from 2033 to 2036. Between 2027 and 2036, the overall net fiscal impact from the pro - posed Omnibus regulatory action on state government is a saving of about $11,000.

The proposal to make permanent the Emergency Vehicle Emissions Regulations proposal is not expect- ed to result in a change to fiscal impacts on state gov - ernment, where the proposal is clarifying that regula - tions that have been in place for years and that are less burdensome to vehicle and engine manufacturers than the previously adopted regulations remain operative. The proposed LCFS amendments are not expected to have fiscal impacts on state agencies.

Other Non–Discretionary Costs or Savings on Local Agencies: The proposed Omnibus regulatory action affects local agencies, but it is not expected to impose any non–discretionary costs or savings on local agencies. The proposed LCFS amendments and pro - posal to make permanent CARB’s Emergency Vehicle Emissions Regulations are not expected to have non–discretionary impacts on local agencies.

The Emergency Vehicle Emissions Regulations propos - al clarifies that restores regulations that have been in place for years and are less burdensome to vehicle and engine manufacturers than the previously adopted regulations remain operative. Cost or Savings in Federal Funding to the State: The proposed regulatory actions for Omnibus, the proposed LCFS amendments and proposal to make permanent CARB’s Emergency Vehicle Emissions Regulations are not expected to impose any costs or savings in federal funding to the state. Housing Costs (Gov.

Code, § 11346.5, subdivision (a) (12)) The Executive Officer has also made the initial de - termination that the proposed regulatory actions for Omnibus, the proposed LCFS amendments, and the proposal to make permanent CARB’s Emergency Ve- hicle Emissions Regulations will not have a signifi - cant effect on housing costs. The Emergency Vehicle Emissions Regulations proposal clarifies that regula - tions that have been in place for years and are less bur-

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1201 densome to vehicle and engine manufacturers than the previously adopted regulations remain operative. Significant Statewide Adverse Economic Impact Directly Affecting Business, Including Ability to Compete (Gov.

Code, §§ 11346.3, subdivision (a), 11346.5, subdivision (a) (7), 11346.5, subdivision (a) (8)) The Executive Officer has made an initial determi - nation that the proposed regulatory actions for Omni - bus, the proposed LCFS amendments and proposal to make permanent CARB’s Emergency Vehicle Emis - sions Regulations would not have a significant state - wide adverse economic impact directly affecting busi- nesses, including the ability of California businesses to compete with businesses in other states, or on rep - resentative private persons.

The proposed Omnibus regulatory action is not ex - pected to impact or cause any adverse economic im - pact directly affecting businesses or the ability to com- pete. Since the proposed regulatory action would, even if it were enforced, largely align with the federal emis- sion standards and requirements, engines sold in all 50 states would have to meet the same requirements. As a result, the proposed regulatory action would make California state fleets equally competitive with out–of–state fleets by purchasing products that would be certified for all 50 states.

The proposed LCFS amendments and proposal to make permanent CARB’s Emergency Vehicle Emis - sions Regulations are not expected to impact or cause any adverse economic impact directly affecting busi - nesses or the ability to compete. The Emergency Vehi- cle Emissions Regulations proposal clarifies that reg - ulations that have been in place for years and are less burdensome to vehicle and engine manufacturers than the previously adopted regulations remain operative. RESULTS OF THE ECONOMIC IMPACT ANALYSIS/ASSESSMENT (Gov.

Code, § 11346.5, subdivision (a) (10)) Non–Major Regulation: Statement of the Results of the Economic Impact Assessment (EIA): (if applicable) The creation or elimination of jobs within the State of California: The main intent of the proposed Omnibus regulato - ry action is to largely align with the EPA–NOx rule. Since the affected HDE manufacturers are located outside of California, the proposed regulatory action, even if it were enforced, is not expected to directly impact the creation or elimination of jobs within the state.

In addition, the proposed Omnibus regulatory action is not expected to impact job creation or elim - ination for California fleets, since the average incre - mental cost of $100 per vehicle is negligible, as dis - cussed in greater details in Appendix D of the ISOR. The proposed LCFS amendments and proposal to make permanent CARB’s Emergency Vehicle Emis - sions Regulations are not expected to create or elim - inate jobs within the state.

The Emergency Vehicle Emissions Regulations proposal clarifies that regula - tions that have been in place for years and are less bur- densome to vehicle and engine manufacturers than the previously adopted regulations remain operative. The creation of new businesses or the elimination of existing businesses within the State of California: The main intent of the proposed Omnibus regulato - ry action is to largely align with the EPA–NOx rule.

Since the affected HDE manufacturers are located out- side of California, the proposed Omnibus regulatory action is not expected to directly impact the creation of new businesses or elimination of existing business- es within the state. In addition, the proposed regulato- ry action is not expected to impact the creation of new businesses or elimination of existing businesses for California fleets, since the average incremental cost of $100 per vehicle is negligible, as discussed in greater details in Appendix D of the ISOR.

The proposed LCFS amendments and proposal to make permanent CARB’s Emergency Vehicle Emis - sions Regulations are not expected to create or elim - inate new businesses within the state. The Emergen - cy Vehicle Emissions Regulations proposal clarifies that regulations that have been in place for years and are less burdensome to vehicle and engine manufac - turers than the previously adopted regulations remain operative. The expansion of businesses currently doing business within the State of California: The main intent of the proposed Omnibus regulato - ry action is to largely align with the EPA–NOx rule.

Since the affected HDE manufacturers are located outside of California, the proposed regulatory action is not expected to impact the expansion of businesses currently doing business within the state. In addition, the proposed Omnibus regulatory action is not expect- ed to impact the expansion of businesses for Califor - nia fleets, since the average incremental cost of $100 per vehicle is negligible, as discussed in greater details in Appendix D of the ISOR.

The proposed LCFS amendments and proposal to make permanent CARB’s Emergency Vehicle Emis - sions Regulations are not expected to expand busi - nesses currently doing business within the state. The Emergency Vehicle Emissions Regulations proposal restores regulations that have been in place for years and are less burdensome to vehicle and engine manu - facturers than the previously adopted regulations.

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1202 The benefits of the regulation to the health and welfare of California residents, worker safety, and the state’s environment: The proposed Omnibus regulatory action is expect - ed to result in a regulation that, if enforced, would sig- nificantly decrease NOx emissions from HD truck engines compared to today’s emission levels, albeit slightly less than expected from the current Omnibus regulation.

The proposed LCFS amendments and proposal to make permanent CARB’s Emergency Vehicle Emis - sions Regulations are not expected to affect the health and welfare of California residents, worker safety, and the state’s environment. The Emergency Vehicle Emissions Regulations proposal clarified that regula - tions that have been in place for years and are less bur- densome to vehicle and engine manufacturers than the previously adopted regulations remain operative.

Effect on Jobs/Businesses: The Executive Officer has determined that the pro - posed regulatory actions for Omnibus, the proposed LCFS amendments and proposal to make perma - nent CARB’s Emergency Vehicle Emissions Regula - tions would not affect the creation or elimination of jobs within the State of California, the creation of new businesses or elimination of existing businesses within the State of California, or the expansion of businesses currently doing business within the State of Califor - nia.

A detailed assessment of the economic impacts of the proposed Omnibus regulatory action can be found in the Economic Impact Analysis in the Staff Report: ISOR. A detailed assessment of the economic impacts of the proposed LCFS regulatory action can be found in the Economic Impact Analysis

section of Appendix F: Supplement to Initial Statement of Reasons — Pro- posed Low Carbon Fuel Standard Amendments. Benefits of the Proposed Regulation: The objective of the proposed Omnibus regulatory action is to largely align with the federal emissions standards and test procedures for 2027 and subse - quent MY HDEs. Harmonization with the federal re - quirements would enable manufacturers to design and produce a single product line of engine families that comply with both the U.S. EPA and CARB emissions standards.

Depending on the year and the engine service class, there are costs and savings passed onto fleets. Over - all, harmonization would reduce the need for multiple product offerings meeting separate state and federal requirements. This would simplify the availability of products nationwide. It is important to note that the proposed Omnibus regulatory action enables CARB to comply with the terms of CTP, which is intended to secure important emission benefits. A

summary of these benefits is provided; please refer to, “Objectives and Benefits,” under the Infor - mative Digest of Proposed Action and Policy State - ment Overview Pursuant to Government Code

section 11346.5, subdivision (a) (3). The objective of the proposal to make permanent CARB’s Emergency Vehicle Emissions Regulations is to clarify the applicability of CARB’s emission stan - dards that were in place before the congressional res - olutions targeting California’s waivers and provide clarity for regulated entities of the requirements for future model years pending the outcome of legal chal- lenges.

This proposal will address the instability of the new motor vehicle market in California created by the congressional resolutions, address questions about which regulations apply, and ensure vehicle and en - gines manufacturers meet California’s emissions stan- dards until and once the question of the validity of the congressional resolutions is resolved by a court of law. The objective of the proposed LCFS regulato - ry action is to allow book–and–claim accounting of renewable natural gas (RNG) to produce elec - tricity for electric vehicle charging, if the electric - ity is generated using a linear generator.

This pro - posal may increase the near–term availability of low–carbon intensity electricity for electric truck refueling in high–demand freight corri - dors where trucks are operating, and help ad - vance California’s zero–emission vehicle and carbon neutrality goals.

Truck fleets pursuing zero–emission truck deployment have a need for near–term, low–emission electrification solutions to provide electricity while charging station operators work with utilities to electrify their sites, since grid in- terconnection delays are becoming longer due, in part, to increasing grid demand from artificial intelligence data centers and clean hydrogen production facilities. Business Report (Gov.

Code, §§ 11346.5, subdivision (a) (11); 11346.3, subdivision (d)) In accordance with Government Code sections 11346.5, subdivisions (a) (11) and 11346.3, subdivision (d), the Executive Officer finds the reporting require - ments of the proposed regulatory action to amend the On–Road Heavy–Duty Engine and Vehicle Omni - bus Regulation that apply to businesses are necessary for the health, safety, and welfare of the people of the State of California.

The proposed LCFS regulatory action does not in - clude new reporting requirements; it instead allows book–and–claim accounting of RNG under speci - fied circumstances. The proposal to make perma - nent CARB’s Emergency Vehicle Emissions Regula - tions does not include new reporting requirements as it maintains existing reporting requirements.

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1203 Cost Impacts on Representative Private Persons or Businesses (Gov. Code, § 11346.5, subdivision (a) (9)) In developing this regulatory proposal, CARB staff evaluated the potential economic impacts on repre - sentative private persons or businesses. CARB is not aware of any cost impacts that a representative private person or business would necessarily incur in reason - able compliance with the proposed action. There are no direct costs on individuals as a result of the proposed regulatory actions.

For Omnibus, CARB staff estimates that manufacturers and fleets will see increased costs as a result of this rule and will like - ly pass the costs through to businesses that buy vehi - cles with affected engines in the state. Individuals may see macroeconomic indirect and induced benefits and costs; these costs are discussed in the ISOR, Chap - ter IX. For LCFS, CARB staff does not foresee any cost impacts. For additional economic analysis, please see ISOR prepared for the LCFS regulatory action in Appendix F,

Chapter VIII. The proposal to make per - manent CARB’s Emergency Vehicle Emissions Regu- lations will also not have cost impacts because man - ufacturers are already — and have been in the past — certifying vehicles to the same or stricter emission standards. Effect on Small Business (Cal. Code Regs., title 1, § 4, subdivisions (

a) and (b)) The Executive Officer has also determined under the California Code of Regulations, title 1,

section 4, that the proposed Omnibus regulatory action would, if enforced, affect small businesses. Small businesses impacted by the proposed Omnibus regulatory action are defined as small fleets consisting of three or fewer vehicles with HDEs. The fraction of new engines pur- chased by small businesses is estimated to be approxi- mately 28% of total new engine sales. A typical small business purchasing and operating fleets may incur an average incremental cost of about $100 per engine. The Executive Officer has also determined under the California Code of Regulations, title 1,

section 4, that the proposed LCFS amendments and proposal to make permanent CARB’s Emergency Vehicle Emis - sions Regulations would not affect small businesses. This is because vehicle manufacturers are already — and have been in the past — certifying vehicles to the same or stricter emission standards. CONSIDERATION OF ALTERNATIVES (Gov.

Code, § 11346.5, subdivision (a) (13)) Before taking final action on the proposed regula - tory action, the Board must determine that no reason - able alternative considered by the Board, or that has otherwise been identified and brought to the attention of the Board, would be more effective in carrying out the purpose for which the action is proposed, would be as effective and less burdensome to affected private persons than the proposed action, or would be more cost–effective to affected private persons and equally effective in implementing the statutory policy or other provisions of law.

The analysis can be found in

Chapter X of the ISOR for the proposed Omnibus alternatives. CARB staff has discussed two alternative concepts in the ISOR in- cluding no changes to the current Omnibus regulation which is more stringent than the proposed regulatory action and a less strict alternative that extends the ap - plicability of the 2024 MY requirements to 2027 and subsequent MY HDEs. No proposed alternative was found to be less burdensome and equally effective in achieving the purposes of the regulation in a manner that ensures full compliance with the authorizing law.

CARB staff has not identified any reasonable alterna - tives that would lessen any adverse impact on small business. Appendix F of the ISOR provides analysis of the al- ternatives for the LCFS regulatory action. CARB con- sidered a no action alternative. CARB also considered an alternative of sunsetting the LCFS crediting use of indirect accounting for RNG electric vehicle charging powered by linear generators in 2030 instead of the proposed date of 2035. No alternative was found to be less burdensome and equally effective in achiev - ing the purposes of the amendments.

Staff do not ex - pect small businesses to be impacted, and accordingly CARB has not identified any reasonable alternatives that would lessen an adverse impact on small business. For the proposal to make permanent CARB’s Emer- gency Vehicle Emissions Regulations, CARB has not identified any reasonable alternative and is not aware of any reasonable alternative that would be more ef - fective in stabilizing the new motor vehicle market in California while ensuring manufacturers meet Cali - fornia’s emissions standards.

Nor has CARB identi - fied any reasonable alternative that would be as effec- tive and less burdensome, nor one that would be more cost effective and equally effective. STATE IMPLEMENTATION PLAN REVISION If adopted by the Board and California prevails in its challenge to the congressional resolution targeting the waiver of federal preemption under the Clean Air Act, CARB may submit the proposed Omnibus regu - latory action to U.S. EPA for approval as a revision to the California State Implementation Plan required by the federal Clean Air Act (CAA).

The adopted regula- tory action would be submitted as a State Implemen - tation Plan revision because it amends regulations in - tended to reduce emissions of air pollutants to attain

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1204 and maintain the National Ambient Air Quality Stan - dards promulgated by U.S. EPA pursuant to the CAA.

Several of the Emergency Vehicle Emission Regula- tions are already in California’s State Implementation Plan, 18 including: ● Rulemaking for Incorporation of Federal Ex - haust Emission Standards for 2008 and Lat - er Model–Year Heavy Duty Gasoline Engines and the Adoption of Minor Amendments to the Low–Emission Vehicle Regulations; Amend - ments to More Stringent Emission Standards for 2007 and Subsequent Model Year New Heavy–Duty Diesel Engines; Requirements to Reduce Idling Emissions From New and In–Use Trucks, Beginning in 2008; 2010 Amendments to HD OBD Requirements; On–Road Passenger Cars, Light–Duty Trucks, and Medium–Duty Ve- hicles (LEV III); 19 ● 2013 Amendments to HD OBD Requirements; 20 ● Heavy–Duty Diesel In–Use Compliance Regula - tion and 2007 and 2011 Amendments. 21 ENVIRONMENTAL ANALYSIS As previously stated, CARB is proposing the Om - nibus amendments, the proposed LCFS amend - ments, and the proposal to make permanent CARB’s Emergency Vehicle Emissions Regulations togeth - er as one rulemaking package for administrative ef - ficiency.

However, these three regulations are sepa - rate programs. They are proposed in this package as three separate regulatory items which will be consid - ered in three separate approval actions. While they are packaged together here for administrative efficiency, CARB has independent reasons for developing each of these three regulatory proposals, as explained in the ISOR. Therefore, the Omnibus amendments, the pro - posed LCFS amendments, and the proposal to make permanent CARB’s Emergency Vehicle Emissions Regulations are three separate projects under the Cal - ifornia Environmental Quality Act (CEQA).

As such, CARB appropriately analyzed the Omnibus amend - ments, the proposed LCFS amendments, and the pro - posal to make permanent CARB’s Emergency Vehi - cle Emissions Regulations as separate projects under CEQA. The CEQA determinations made for each proj- ect are summarized below. Importantly, even if these projects were analyzed together under CEQA, there is no evidence to suggest there would be any potentially significant impacts. 18 40 C.F.R., § 52.220a. 19 81 Fed. Reg. 39,424 (July 16, 2016). 20 82 Fed. Reg. 14,446 (March 21, 2017). 21 83 Fed. Reg. 23,232 (May 18, 2018).

CARB, as the lead agency under CEQA, has re - viewed the proposed amendments to the Omnibus regulation, and has determined that they are exempt from CEQA, as described in CEQA Guidelines, sec - tion 15061(b) (3) (“common sense” exemption) be - cause it can be seen with certainty that there is no pos- sibility that the proposed regulatory action may result in any significant adverse impact on the environment.

As discussed in the ISOR, the Proposed Amendments would not have the potential to cause any new signif - icant environmental effects or alter the types of com - pliance response of the regulated entities that would result in any changes that significantly affect the phys- ical environment. CARB has also determined the pro- posed Omnibus amendments are exempt pursuant to CEQA Guidelines sections 15307 (actions for protec - tion of natural resources) and 15308 (actions for pro - tection of the environment). A detailed explanation of the basis for reaching these determinations is included in the ISOR.

CARB has reviewed the proposal to make perma- nent CARB’s Emergency Vehicle Emissions Reg - ulations and concluded that it is exempt pursuant to CEQA Guidelines,

section 15061(b)

(3) The pro - posed regulatory action will provide clarity and en - sure that, at a minimum, criteria pollutant emission standards for new passenger cars, light trucks, and chassis–certified medium–duty vehicles up to 14,000 pounds — standards which have become the status quo starting with the 2017 model year — will contin - ue beyond the 2025 model year. CARB has also de - termined this proposal is exempt pursuant to CEQA Guidelines sections 15307 (actions for protection of natural resources) and 15308 (actions for protection of the environment).

A detailed explanation of the basis for reaching these determinations is included in the ISOR.

CARB has also determined that the proposed LCFS amendments do not present any of the circumstanc - es requiring further environmental review because there are no changes that involve new significant en - vironmental effects, or a substantial increase in sever- ity of previously identified significant effects, or any other circumstances requiring further environmen - tal review beyond the Final Environmental Impact Analysis for the 2024 Amendments to the Low Car - bon Fuel Standard Regulation (Final LCFS EIA) cer - tified in November 2024.

Therefore, no supplemental or subsequent environmental analysis is required for these proposed modifications to the LCFS regulation. CARB has also determined this proposal is exempt from CEQA pursuant to CEQA Guidelines,

section 15061(b) (3) (“common sense” exemption) because it can be seen with certainty that there is no possibili - ty that the proposed regulatory action may result in any significant adverse impact on the environment.

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1205 A detailed explanation of the basis for reaching these conclusions is included in

Chapter VI of ISOR Ap - pendix F: Supplement to the Initial Statement of Rea - sons Describing Proposed Low Carbon Fuel Standard Amendments. SPECIAL ACCOMMODATION REQUEST Consistent with California Government Code sec - tion 7296.2, special accommodation or language needs may be provided for any of the following: ● An interpreter to be available at the hearing; ● Documents made available in an alternate format or another language; and, ● A disability–related reasonable accommodation.

To request these special accommodations or lan - guage needs, please contact the Clerks’ Office at cotb@arb.ca.gov or (916) 322–5594 as soon as possible, but no later than ten business days before the sched - uled Board hearing. TTY/TDD/Speech to Speech us - ers may dial 711 for the California Relay Service.

Consecuente con la sección 7296.2 del Código de Gobierno de California, una acomodación especial o necesidades lingüísticas pueden ser suministradas para cualquiera de los siguientes: ● Un intérprete que esté disponible en la audiencia; ● Documentos disponibles en un formato alterno u otro idioma; y, ● Una acomodación razonable relacionados con una incapacidad.

Para solicitar estas comodidades especiales o nece - sidades de otro idioma, por favor llame a la oficina del Consejo al cotb@arb.ca.gov o (916) 322–5594 lo más pronto posible, pero no menos de 10 días de trabajo an- tes del día programado para la audiencia del Consejo. TTY/TDD/Personas que necesiten este servicio pue - den marcar el 711 para el Servicio de Retransmisión de Mensajes de California.

AGENCY CONTACT PERSONS Inquiries concerning the substance of the pro - posed Omnibus regulatory action may be di - rected to the agency representative Daniel Hawelti, Staff Air Pollution Specialist, On–Road Heavy–Duty Diesel Section, at (951) 542–3195 and daniel.hawelti@arb.ca.gov or (designated back–up contact) Mitzi Magtoto, Staff Air Pollution Special - ist, On–Road Heavy–Duty Diesel Section, at (279) 208–7363 and mitzi.magtoto@arb.ca.gov.

Inquiries concerning the substance of the propos - al to make permanent CARB’s Emergency Vehicle Emissions Regulations may be directed to the agen - cy representative Kim Heroy–Rogalski, P.E., Chief, Mobile Source Regulatory Development Branch, California Air Resources Board, (279) 208–7792, kim.heroy–rogalski.@arb.ca.gov. Inquiries concerning the substance of the pro - posed LCFS regulatory action may be directed to the agency representative Dillon Miner, Staff Air Pol - lution Specialist, Industrial Strategies Division, at 279–208–7437 and dillon.miner@arb.ca.gov.

AVAILABILITY OF DOCUMENTS CARB staff has prepared an ISOR for the proposed Omnibus regulatory action, which includes a summa - ry of the economic and environmental impacts of the proposal. The report is entitled: Staff Report: Public Hearing to Consider the Proposed Regulatory Action to Amend the On–Road Heavy–Duty Engine and Ve - hicle Omnibus Regulation. For the proposed LCFS regulatory package, see Appendix F Supplement to Initial Statement of Reasons — Proposed Low Carbon Fuel Standard Amendments.

Copies of the ISOR and the full text of the proposed regulatory language, in underline and strikeout format to allow for comparison with the existing regulations, may be accessed on CARB’s website listed below, on September 23, 2025. Please contact Lindsay Garcia, Regulations Coordinator, at Regulations@arb.ca.gov or (916) 546–2286 if you need physical copies of the documents. Pursuant to Government Code

section 11346.5, subdivision (b), upon request to the afore - mentioned Regulations Coordinator, physical copies would be obtained from the Public Information Office, California Air Resources Board, 1001 I Street, Visi - tors and Environmental Services Center, First Floor, Sacramento, California, 95814. Further, the agency representative to whom non– substantive inquiries concerning the proposed ad - ministrative action may be directed is Lindsay Gar - cia, Regulations Coordinator, (916) 546–2286.

The Board staff has compiled a record for this rulemaking action, which includes all the information upon which the proposal is based. This material is available for in- spection upon request to the contact persons. HEARING PROCEDURES The public hearing will be conducted in accordance with the California Administrative Procedure Act, Government Code, title 2, division 3,

part 1,

chapter 3.5 (commencing with

section 11340). Following the public hearing, the Board may take action to approve for adoption the regulatory language as originally proposed, or with non–substantial or grammatical modifications. The Board may also ap - prove for adoption the proposed regulatory language with other modifications if the text as modified is suf- ficiently related to the originally proposed text that the

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1206 public was adequately placed on notice and that the regulatory language as modified could result from the proposed regulatory action. If this occurs, the full reg- ulatory text, with the modifications clearly indicated, will be made available to the public, for written com - ment, at least 15 days before final adoption. The public may request a copy of the modified reg - ulatory text from CARB’s Public Information Office, Air Resources Board, 1001 I Street, Visitors and En - vironmental Services Center, First Floor, Sacramento, California, 95814.

FINAL STATEMENT OF REASONS A VAILABILITY Upon its completion, the Final Statement of Reasons (FSOR) will be available and copies may be requested from the agency contact persons in this notice, or may be accessed on CARB’s website listed below.

INTERNET ACCESS This notice, the ISOR, and all subsequent regulatory documents, including the FSOR, when completed, are available on CARB’s website for this rulemaking at: https://ww2.arb.ca.gov/rulemaking/2025/ orhdomnibus APPENDIX A: DOCUMENTS INCORPORATED BY REFERENCE The following documents would be incorporated in the Omnibus regulations by reference as specified by the following sections: ● “California Exhaust Emission Standards and Test Procedures for 2004 through 2026 Model Heavy–Duty Diesel Engines and Vehicles,” ad - opted December 12, 2002, as amended [Insert Date of Amendment], incorporated by reference in title 13, California Code of Regulations (CCR),

section 1956.8(b). ● “California Exhaust Emission Standards and Test Procedures for 2004 through 2026 Model Heavy–Duty Otto–Cycle Engines and Vehicles,” adopted December 27, 2000, as amended [Insert Date of Amendment], incorporated by reference in title 13, CCR,

section 1956.8(d). The following sections of Parts 1036, 1065, and 1068, Title 40, Code of Federal Regulations, as adopt- ed or as last amended on the dates shown below, are incorporated by reference in the proposed “California Exhaust Emission Standards and Test Procedures for 2027 and Subsequent Model Heavy–Duty Engines, Vehicles and Hybrid Powertrains,” adopted [Insert Date of Adoption] , incorporated by reference in title 13, CCR,

section 1956.8.2(c): ● Subpart A,

Part 1036, Title 40, Code of Federal Regulations: ○ § 1036.1, § 1036.2, § 1036.5, § 1036.10, § 1036.15 and § 1036.30 as adopted or amended on January 24, 2023 ● Subpart B,

Part 1036, Title 40, Code of Federal Regulations ○ § 1036.130, § 1036.135 and § 1036.140 as ad- opted or amended on January 24, 2023 ○ § 1036.101, § 1036.104, § 1036.108, § 1036.110, § 1036.111, § 1036.115, § 1036.120, § 1036.125 and §1036.150 as ad- opted or amended on April 22, 2024 ● Subpart C,

Part 1036, Title 40, Code of Federal Regulations ○ § 1036.201, § 1036.210, § 1036.225, § 1036.235, § 1036.246 and § 1036.255 as adopted or amended on January 24, 2023 ○ § 1036.205, § 1036.230, § 1036.240, § 1036.241, § 1036.245 and § 1036.250 as adopted or amended on April 22, 2024 ● Subpart D,

Part 1036, Title 40, Code of Federal Regulations ○ § 1036.301 as amended on April 22, 2024 ● Subpart E,

Part 1036, Title 40, Code of Federal Regulations ○ § 1036.401, § 1036.410, § 1036.425, § 1036.430, § 1036.435 and § 1036.440 as adopted or amended on January 24, 2023 ○ § 1036.405, § 1036.415 and § 1036.420 as ad- opted or amended on April 22, 2024 ● Subpart F,

Part 1036, Title 40, Code of Federal Regulations ○ § 1036.555 as adopted on January 24, 2023 ○ § 1036.501, § 1036.505, § 1036.510, § 1036.512, § 1036.514, § 1036.520, § 1036.525, § 1036.530, § 1036.540, § 1036.543, § 1036.550 and § 1036.580 as adopted or amended on April 22, 2024 ○ § 1036.535 and § 1036.545 as adopted or amended on June 17, 2024 ● Subpart G,

Part 1036, Title 40, Code of Federal Regulations ○ § 1036.610 and § 1036.625 as adopted or amended on January 24, 2023 ○ § 1036.605 and § 1036.630 as adopted or amended on April 22, 2024 ○ § 1036.601 as amended on November 8, 2024 ● Subpart H,

Part 1036, Title 40, Code of Federal Regulations

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1207 ○ § 1036.701, § 1036.710, § 1036.715, § 1036.720, § 1036.740, § 1036.745 and § 1036.750 as adopted or amended on Jan - uary 24, 2023 ○ § 1036.705, § 1036.725, § 1036.730 and § 1036.735 as adopted or amended on April 22, 2024 ● Subpart I,

Part 1036, Title 40, Code of Federal Regulations ○ § 1036.820 and § 1036.825 as adopted or amended on January 24, 2023 ○ § 1036.801, § 1036.805, § 1036.810 and § 1036.815 as adopted or amended on April 22, 2024 ● Appendix B of

Part 1036, Title 40, Code of Fed - eral Regulations as amended on January 24, 2023 ● Appendix C of

Part 1036, Title 40, Code of Fed - eral Regulations as amended on January 24, 2023 ● Subpart A,

Part 1065, Title 40, Code of Federal Regulations ○ § 1065.20 and § 1065.25 as adopted or amended on April 28, 2014 ○ § 1065.15 as amended on October 25, 2016 ○ § 1065.2 as amended on June 29, 2021 ○ § 1065.1, § 1065.5 and § 1065.10 as adopted or amended on January 24, 2023 ○ § 1065.12 as amended on April 22, 2024 ● Subpart B,

Part 1065, Title 40, Code of Federal Regulations ○ § 1065.127 and § 1065.150 as adopted or amended on July 13, 2005 ○ § 1065.101, § 1065.110, § 1065.120, § 1065.122 and § 1065.195 as adopted or amended on June 30, 2008 ○ § 1065.125 as amended on September 15, 2011 ○ § 1065.130 as amended on June 29, 2021 ○ § 1065.140 and § 1065.145 as adopted or amended on January 24, 2023 ○ § 1065.170 and § 1065.190 as adopted or amended on April 22, 2024 ● Subpart C,

Part 1065, Title 40, Code of Federal Regulations ○ § 1065.245 and § 1065.248 as adopted or amended on July 13, 2005 ○ § 1065.215 as amended on June 30, 2008 ○ § 1065.290 as amended on November 8, 2010 ○ § 1065.265 as amended on September 15, 2011 ○ § 1065.230, § 1065.240, § 1065.250, § 1065.269, § 1065.270, § 1065.272 and § 1065.295 as adopted or amended on April 28, 2014 ○ § 1065.201 as amended on April 29, 2014 ○ § 1065.202 as amended on October 25, 2016 ○ § 1065.205, § 1065.220, § 1065.225 and § 1065.247 as adopted or amended on June 29, 2021 ○ § 1065.260, § 1065.274 and § 1065.298 as ad- opted or amended on January 24, 2023 ○ § 1065.210, § 1065.255, § 1065.257, § 1065.266, § 1065.267, § 1065.275, § 1065.277, § 1065.280 and § 1065.284 as adopted or amended on April 22, 2024 ● Subpart D,

Part 1065, Title 40, Code of Federal Regulations ○ § 1065.395 as adopted on July 13, 2005 ○ § 1065.310, § 1065.362 and § 1065.376 as ad- opted or amended on April 28, 2014 ○ § 1065.340 and § 1065.390 as adopted or amended on October 25, 2016 ○ § 1065.303, § 1065.342 and § 1065.370 as ad- opted or amended on June 29, 2021 ○ § 1065.301, § 1065.305, § 1065.307, § 1065.308, § 1065.309, § 1065.320, § 1065.325, § 1065.330 and § 1065.345 as adopted or amended on January 24, 2023 ○ § 1065.315, § 1065.341, § 1065.350, § 1065.355, § 1065.357, § 1065.360, § 1065.365, § 1065.366, § 1065.369, § 1065.372, § 1065.375, § 1065.377 and § 1065.378 as adopted or amended on April 22, 2024 ● Subpart E,

Part 1065, Title 40, Code of Federal Regulations ○ § 1065.401 as adopted on July 13, 2005 ○ § 1065.415 as amended on June 30, 2008 ○ § 1065.405 and § 1065.410 as adopted or amended on January 24, 2023 ● Subpart F,

Part 1065, Title 40, Code of Federal Regulations ○ § 1065.595 as adopted on June 30, 2008 ○ § 1065.525 as amended on September 15, 2011 ○ § 1065.516, § 1065.518 and § 1065.526 as ad- opted or amended on April 28, 2014 ○ § 1065.546 and § 1065.590 as adopted or amended on October 25, 2016 ○ § 1065.501, § 1065.514, § 1065.543 and § 1065.545 as adopted or amended on Jan - uary 24, 2023

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1208 ○ § 1065.512, § 1065.520, § 1065.530 and § 1065.550 as adopted or amended on April 22, 2024 ○ § 1065.510 as amended on June 17, 2024 ● Subpart G,

Part 1065, Title 40, Code of Federal Regulations ○ § 1065.645 and § 1065.690 as adopted or amended on October 25, 2016 ○ § 1065.640, § 1065.642, § 1065.659 and § 1065.665 as adopted or amended on June 29, 2021 ○ § 1065.630, § 1065.643, § 1065.667, § 1065.675 and § 1065.680 as adopted or amended on January 24, 2023 ○ § 1065.601, § 1065.602, § 1065.610, § 1065.644, § 1065.650, § 1065.655, § 1065.660, § 1065.670, § 1065.672 and § 1065.695 as adopted or amended on April 22, 2024 ○ § 1065.656 as amended on June 17, 2024 ● Subpart H,

Part 1065, Title 40, Code of Federal Regulations ○ § 1065.740 and § 1065.745 as adopted or amended on July 13, 2005 ○ § 1065.735 as adopted on October 25, 2016 ○ § 1065.725 as amended on December 4, 2020 ○ § 1065.701, § 1065.703 and § 1065.710 as ad- opted or amended on June 29, 2021 ○ § 1065.720 and § 1065.790 as adopted or amended on January 24, 2023 ○ § 1065.705 and § 1065.715 as adopted or amended on April 22, 2024 ○ § 1065.750 as amended on June 17, 2024 ● Subpart I,

Part 1065, Title 40, Code of Federal Regulations ○ § 1065.801 as adopted on July 13, 2005 ○ § 1065.850 as amended on April 28, 2014 ○ § 1065.845 as amended on June 30, 2014 ○ § 1065.805 as adopted on April 22, 2024 ● Subpart J,

Part 1065, Title 40, Code of Federal Regulations ○ § 1065.930 as adopted on July 13, 2005 ○ § 1065.940 as adopted on November 8, 2010 ○ § 1065.925 as amended on September 15, 2011 ○ § 1065.905 as amended on June 29, 2021 ○ § 1065.901, § 1065.910, § 1065.915 and § 1065.920 as adopted or amended on Jan - uary 24, 2023 ○ § 1065.935 as amended on April 22, 2024 ● Subpart K,

Part 1065, Title 40, Code of Federal Regulations ○ § 1065.1005 as amended on January 24, 2023 ○ § 1065.1001 and § 1065.1010 as amended on April 22, 2024 ● Subpart L,

Part 1065, Title 40, Code of Federal Regulations ○ § 1065.1101, § 1065.1103 and § 1065.1111 as adopted or amended on April 28, 2014 ○ § 1065.1105, § 1065.1107 and § 1065.1109 as adopted or amended on October 25, 2016 ○ § 1065.1113, § 1065.1115, § 1065.1117, § 1065.1119, § 1065.1121, § 1065.1123, § 1065.1125, § 1065.1127, § 1065.1131, § 1065.1133, § 1065.1135 and § 1065.1143 as adopted or amended on January 24, 2023 ○ § 1065.1137, § 1065.1139, § 1065.1141 and § 1065.1145 as adopted or amended on April 22, 2024 ● Subpart A,

Part 1068, Title 40, Code of Federal Regulations ○ § 1068.5 and § 1068.35 as adopted or amend- ed on October 8, 2008 ○ § 1068.25 as amended on April 30, 2010 ○ § 1068.20, § 1068.27, § 1068.32, § 1068.45 and § 1068.95 as adopted or amended on Oc- tober 25, 2016 ○ § 1068.1 and § 1068.50 as adopted or amend- ed on January 24, 2023 ○ § 1068.30 as amended on April 18, 2024 ● Subpart B,

Part 1068, Title 40, Code of Federal Regulations ○ § 1068.103, § 1068.105, § 1068.110 and § 1068.120 as adopted or amended on Octo- ber 25, 2016 ○ § 1068.101 as amended on January 24, 2023 ● Subpart C,

Part 1068, Title 40, Code of Federal Regulations ○ § 1068.265 as adopted on October 8, 2008 ○ § 1068.201, § 1068.260 and § 1068.262 as adopted or amended on October 25, 2016 ○ § 1068.220, § 1068.240 and § 1068.261 as adopted or amended on January 24, 2023 ● Subpart E,

Part 1068, Title 40, Code of Federal Regulations ○ § 1068.435, § 1068.445 and § 1068.455 as ad- opted or amended on October 8, 2008 ○ § 1068.410 and § 1068.440 as adopted or amended on April 30, 2010 ○ § 1068.401, § 1068.405, § 1068.415, § 1068.420, § 1068.425 and § 1068.430 as adopted or amended on October 25, 2016

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1209 ○ Appendix A to Subpart E of

Part 1068, Title 40, Code of Federal Regulations, as amend - ed on October 24, 2023 ● Appendix A to

Part 1068, Title 40, Code of Feder- al Regulations, as amended on January 24, 2023 ● Appendix B to

Part 1068, Title 40, Code of Feder- al Regulations, as amended on January 24, 2023 The following documents would be incorporated by reference as specified in the OBD amendments in the Omnibus and Associated Amendments: ● Title 13, CCR,

section 1956.8.2, incorporated by reference in title 13, CCR,

section 1968.2(c). ● 40 CFR 1036.512, as that

section existed on Octo- ber 24, 2024, incorporated by reference in title 13, CCR,

section 1968.2(c). ● 40 CFR 1036.510, as that

section existed on Oc - tober 24, 2024, incorporated by reference in title 13, CCR,

section 1968.2(c). ● “California Exhaust Emission Standards and Test Procedures for 2004 through 2026 Model Heavy–Duty Otto–Cycle Engines and Vehicles,” incorporated by reference in

section 1956.8(d), ti- tle 13, CCR. ● “California Exhaust Emission Standards and Test Procedures for 2004 through 2026 Model Heavy–Duty Diesel Engines and Vehicles,” in - corporated by reference in

section 1956.8(b), title 13, CCR. ● 40 CFR 1036.115(h) (4), as it existed on October 18, 2024, incorporated by reference in title 13, CCR,

section 1968.2(g) (6.12.3) (J) (iv)f. ● ECCD/OBD–113 “OBD II Gasoline Monitoring Requirements Checklist,” April 2024, incor - porated by reference in title 13, CCR,

section 1968.2(i) (2.16). ● ECCD/OBD–114 “OBD II Diesel Monitoring Requirements Checklist,” May 2024, incor - porated by reference in title 13, CCR,

section 1968.2(i) (2.16). ● ECCD/OBD–129 “OBD II PVE J1 Template,” September 2023, incorporated by reference in ti - tle 13, CCR,

section 1968.2(j) (1.5). ● ECCD/OBD–130 “OBD II PVE J2 Template,” August 2023, incorporated by reference in title 13, CCR,

section 1968.2(j) (2.4.1). ● Title 13, CCR,

section 1956.8.2, incorporated by reference in title 13, CCR,

section 1971.1(c). ● 40 CFR 1036.512, as that

section existed on Octo- ber 24, 2024, incorporated by reference in title 13, CCR,

section 1971.1(c). ● 40 CFR 1036.510, as that

section existed on Oc - tober 24, 2024, incorporated by reference in title 13, CCR,

section 1971.1(c). ● 40 CFR 1036.110(b) (9), as it existed on October 25, 2024, incorporated by reference in title 13, CCR,

section 1971.1(h) (4.2.3) (H). ● 40 CFR 1036.110(b) (10), as it existed on October 25, 2024, incorporated by reference in title 13, CCR,

section 1971.1(h) (4.2.3) (I). ● 40 CFR 1036.115(h) (4), as it existed on October 18, 2024, incorporated by reference in title 13, CCR,

section 1971.1(h) (5.3.3) (J) (iv)f. ● 40 CFR 1036.245, as it existed on April 8, 2025, incorporated by reference in title 13, CCR, sec - tion 1971.1(i) (2.3.5) (B). ● 40 CFR 1065.1131 through 1065.1145, as they ex- isted on April 8, 2025, incorporated by reference in title 13, CCR,

section 1971.1(i) (2.3.5) (B) (i). ● “California Exhaust Emission Standards and Test Procedures for 2027 and Subsequent Model Heavy–Duty Engines, Vehicles and Hybrid Pow- ertrains,” as incorporated by reference in

section 1956.8.2(c), title 13, CCR. ● ECCD/OBD–119 “HD OBD Diesel Monitor - ing Requirements Checklist,” July 2024, incor - porated by reference in title 13, CCR,

section 1971.1( j) (2.17). ● ECCD/OBD–118 “HD OBD Gasoline Monitor - ing Requirements Checklist,” July 2024, incor - porated by reference in title 13, CCR,

section 1971.1( j) (2.17). ● ECCD/OBD–127 “HD OBD PEVE L1 Template,” September 2023, incorporated by reference in ti - tle 13, CCR,

section 1971.1(l) (1.5.1). ● ECCD/OBD–128 “HD OBD PEVE L2 Tem - plate,” August 2023, incorporated by reference in title 13, CCR,

section 1971.1(l) (2.4.1). ● ECCD/OBD–126 “MST Template,” February 2023, incorporated by reference in title 13, CCR,

section 1971.5(c) (6) (A). The Emergency Vehicle Regulations previously in - corporated documents by reference, which were iden- tified in OAL File Numbers: ○ Z–00–1010–10 [Consider Requiring Certain California Light–and Medium–Duty Vehi - cles to be Subject to Federal Tier 2 Exhaust Standards, and Adopting Additional Ex - haust Emission Standards for Heavy–Duty Gasoline Vehicles and Engines], ○ Z–01–0828–14 [Amendments Adopting More Stringent Emission Standards for 2007 and Subsequent Model Year New Heavy–Duty Diesel Engines] ○ Z–02–0917–02 [Consider the Incorporation of Federal Exhaust Emission Standards for 2008 and Later Model–Year Heavy–Duty Gasoline Engines and the Adoption of Mi -

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1210 nor Amendments to the Low–Emission Ve - hicle Regulations], ○ Z–2011–1129–12 [Amendments To The California Greenhouse Gas And Criteria Pollutant Exhaust And Evaporative Emis - sion Standards And Test Procedures And To The On–Board Diagnostic System Re - quirements For Passenger Cars, Light–Duty Trucks, And Medium–Duty Vehicles, And To The Evaporative Emission Requirements For Heavy–Duty Vehicles], ○ Z–2012–0626–07 [Proposed Revisions to On–Board Diagnostic System Require - ments for Heavy–Engines, Passenger Cars, Light–Duty Trucks, Medium–Duty Vehicles and Engines], ○ Z–2012–0831–01 [Proposed Amendments To The New Passenger Motor Vehicle Greenhouse Gas Emission Standards For Model Years 2017–2025 To Permit Com - pliance Based On Federal Greenhouse Gas Emissions Standards And Additional Minor Revisions To The LEV III And ZEV Regu - lations], ○ Z–2013–1015–07 [Proposed Greenhouse Gas (GHG) Regulations For Medium– And Heavy–Duty Engines And Vehicles, Op - tional Reduced Emission Standards For Heavy–Duty Engines, And Amendments To The Tractor–Trailer GHG Regulation, Diesel–Fueled Commercial Motor Vehi - cle Idling Rule, And The Heavy–Duty Hybrid–Electric Vehicles Certification Pro - cedures], ○ Z–2014–0819–06 [ Proposed Amendments To The LEV III Criteria Pollutant Require - ments For Light– And Medium–Duty Vehi - cles, The Hybrid Electric Vehicle Test Pro - cedures, And The Heavy–Duty Otto–Cycle And Heavy–Duty Diesel Test Procedures], ○ Z–2018–0724–07 [Proposed Amendments to the Low–Emission Vehicle III Green - house Gas Emission Regulation], ○ Z–2018–0821–02 [Amendments to Califor - nia Specification for Fill Pipes and Openings Of Motor Vehicle Fuel Tanks], ○ Z–2020–0609–07 [Proposed Amendments to the Exhaust Emissions Standards and Test Procedures for 2024 and Subsequent Mod - el Year Heavy–Duty Engines and Vehicles, Heavy–Duty On–Board Diagnostic System Requirements, Heavy–Duty In–Use Testing Program, Emissions Warranty Period and Useful Life Requirements, Emissions War - ranty Information and Reporting Require - ments, and Corrective Action Procedures, In–Use Emissions Data Reporting Require - ments, and Phase 2 Heavy–Duty Green - house Gas Regulations, and Powertrain Test Procedures], ○ Z–2023–0718–09 [Proposed Amendments to the Heavy–Duty Engine and Vehicle Om- nibus Regulation], The following documents are incorporated in the Emergency Vehicle Emissions regulatory action by reference as specified by the following sections of emergency regulations or by the original regulatory

section in which they were adopted, and are noted here for completeness. ● “California 2015 And Subsequent Model Cri - teria Pollutant Exhaust Emission Standards and Test Procedures And 2017 And Subsequent Model Greenhouse Gas Exhaust Emission Stan - dards and Test Procedures For Passenger Cars, Light–Duty Trucks, And Medium–Duty Vehi - cles”, amended December 6, 2012, incorporated by reference in title 13, CCR, sections 1961.2.1, 1965.0.1, 2037.0.1, and 2038.0.1. ● “California Evaporative Emission Standards and Test Procedures For 2001 And Subsequent Model Motor Vehicles”, adopted August 1999, amended December 2012, incorporated by reference in title 13, CCR,

section 1976.0.1. ● “California Refueling Emission Standards and Test Procedures For 2001 And Subsequent Model Motor Vehicles”, amended March 22, 2012, in - corporated by reference in title 13, CCR,

section 1978.0.1. ● “California Non–Methane Organic Gas Test Pro- cedures for 2017 And Subsequent Model Year Ve- hicles”, adopted September 2015, incorporated by reference in title 13, CCR,

section 1961.2.1. ● “California Test Procedures For Evaluating Sub - stitute Fuels and New Clean Fuels In 2015 and Subsequent Years” adopted March 2012, incor - porated by reference in title 13, CCR,

section 2317.0.1. ● “California Exhaust Emission Standards and Test Procedures For 2018 and Subsequent Model Zero–Emission Vehicles and Hybrid Electric Ve- hicles, In The Passenger Car, Light–Duty Truck And Medium–Duty Vehicle Classes”, of which the title has changed, amended September 3, 2015, incorporated by reference in title 13, CCR, sections 1961.2.1 and 1962.2.1. ● “California Exhaust Emission Standards and Test Procedures For 2004 and Subsequent Mod - el Heavy–Duty Diesel–Engines and Vehicles”, amended October 21, 2014, incorporated by refer- ence in title 13, CCR,

section 1956.8.1(b).

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1211 ● “California Exhaust Emission Standards and Test Procedures For 2004 and Subsequent Model Heavy–Duty Otto–Cycle Engines”, amended Oc- tober 21, 2014, incorporated by reference in title 13, CCR,

section 1956.8.1(d). ● “California Greenhouse Gas Exhaust Emission Standards and Test Procedures for 2014 and Sub- sequent Model Heavy–Duty Vehicles”, adopted October 21, 2014, incorporated by reference in title 17, CCR,

section 95663(c). ● “California Interim Certification Procedures For 2004 and Subsequent Model Hybrid–Electric and Other Hybrid Vehicles in the Urban Bus and Heavy–Duty Vehicle Classes”, amended October 21, 2014, incorporated by reference in title 13, CCR,

section 1956.8.1(b). ● “California Non–Methane Organic Gas Test Pro- cedures for 1993 Through 2016 Model Year Vehi- cles”, amended September 2, 2015, incorporated by reference in title 13, CCR,

section 1956.8.1(d). ● Society of Automotive Engineers (SAE) J1979 “E/E Diagnostic Test Modes,” incorporated by reference in title 13, CCR,

section 1968.2.1(c). ● SAE J1939 “Recommended Practice for a Serial Control and Communications Vehicle Network,” incorporated by reference in title 13, CCR, sec - tion 1968.2.1(c). ● The evaporative emission standards and test procedures incorporated by reference in title 13, CCR,

section 1976, as referenced in title 13, CCR,

section 1968.2.1(c). ● The exhaust emission levels to which an engine family is certified under the averaging, banking, and trading program incorporated by reference in title 13, CCR,

section 1956.8, as referenced in ti- tle 13, CCR,

section 1968.2.1(c). ● The certification requirements and test proce - dures incorporated by reference in title 13, CCR,

section 1961(d), as referenced in title 13, CCR,

section 1968.2.1(c). ● The certification exhaust emission standards and test procedures applicable to the SET cycle in - corporated by reference in title 13, CCR,

section 1956.8(

b) and

section 1956.8(d), as referenced in title 13, CCR,

section 1968.2.1(c). ● “Speed Versus Time Data for California’s Uni - fied Driving Cycle”, dated December 12, 1996, incorporated by reference in title 13, CCR, sec - tion 1968.2.1(c). ● 40 CFR 86, Appendix 1,

section (g) “EPA US06 Driving

Schedule for Light–Duty Vehicles and Light–Duty Trucks,” amended July 13, 2005, in - corporated by reference in title 13, CCR,

section 1968.2.1(c). ● Air Resources Board (ARB) Manufacturers Advisory Correspondence (MAC) Number 99–06, adopted December 20, 1999, incor - porated by reference in title 13, CCR,

section 1968.2.1(e) (14.1.2) (A). ● SAE J1930 “Electrical/Electronic Systems Diag - nostic Terms,

Definitions, Abbreviations, and Ac- ronyms — Equivalent to ISO/TR 15031–2:April 30, 2002”, incorporated by reference in title 13, CCR,

section 1968.2.1(e) (14.1.2) (B). ● SAE J1930 “Electrical/Electronic Systems Di - agnostic Terms,

Definitions, Abbreviations, and Acronyms — Equivalent to ISO/TR 15031–2”, October 2008, incorporated by reference in title 13, CCR,

section 1968.2.1(g) (1.1). ● SAE J1962 “Diagnostic Connector — Equivalent to ISO/DIS 15031–3:December 14, 2001”, April 2002, incorporated by reference in title 13, CCR,

section 1968.2.1(g) (1.2). ● SAE J1978 “OBD II Scan Tool — Equivalent to ISO/DIS 15031–4:December 14, 2001”, April 2002, incorporated by reference in title 13, CCR,

section 1968.2.1(g) (1.3). ● SAE J1979 “E/E Diagnostic Test Modes”, May 2007, incorporated by reference in title 13, CCR,

section 1968.2.1(g) (1.4). ● SAE J1979–DA, “Digital Annex of E/E Di - agnostic Test Modes”, October 2011, incor - porated by reference in title 13, CCR,

section 1968.2.1(g) (1.4.1). ● SAE J1850 “Class B Data Communications Net - work Interface”, May 2001, incorporated by ref - erence in title 13, CCR,

section 1968.2.1(g) (1.5). ● SAE J2012 “Diagnostic Trouble Code

Definitions — Equivalent to ISO/DIS 15031–6”, December 2007, incorporated by reference in title 13, CCR,

section 1968.2.1(g) (1.6). ● ISO 9141–2:1994 “Road Vehicles–Diagnostic Systems–CARB Requirements for Interchange of Digital Information”, February 1994, incor - porated by reference in title 13, CCR,

section 1968.2.1(g) (1.7). ● ISO 14230–4:2000 “Road Vehicles–Diagnostic Systems–KWP 2000 Requirements for Emission related Systems”, June 2000, incorporated by ref- erence in title 13, CCR,

section 1968.2.1(g) (1.8). ● ISO 15765–4:2005 “Road vehicles–Diagnostics on Controller Area Network (CAN) —

Part 4: Requirements for emissions–related systems”, January 2005, incorporated by reference in title 13, CCR,

section 1968.2.1(g) (1.9). ● SAE J1939 “Recommended Practice for a Serial Control and Communications Vehicle Network”

CALIFORNIA REGULATORY NOTICE REGISTER 2025, VOLUME NUMBER 39–Z 1212 March 2009, incorporated by reference in title 13, CCR,

section 1968.2.1(g) (1.10.1). ● SAE J1939/1 “Recommended Practice for Control and Communications Network for On–Highway Equipment”, September 01, 2000, incorporated by reference in title 13, CCR, sec - tion 1968.2.1(g) (1.10.2). ● SAE J1939/11 “Physical Layer, 250K bits/s, Twisted Shielded Pair”, September 18, 2006, in - corporated by reference in title 13, CCR,

section 1968.2.1(g) (1.10.3). ● SAE J1939/13 “Off–Board Diagnostic Connec - tor”, March 11, 2004, incorporated by reference in title 13, CCR,

section 1968.2.1(g) (1.10.4). ● SAE J1939/15 “Reduced Physical Layer, 250K bits/sec, UN–Shielded Twisted Pair (UTP)”, Au - gust 21, 2008, incorporated by reference in title 13, CCR,

section 1968.2.1(g) (1.10.5). ● SAE J1939/21 “Data Link Layer”, December 22, 2006, incorporated by reference in title 13, CCR,

section 1968.2.1(g) (1.10.6). ● SAE J1939/31 “Network Layer”, April 02, 2004, incorporated by reference in title 13, CCR, sec - tion 1968.2.1(g) (1.10.7). ● SAE J1939/71 “Vehicle Application Layer (Through February 2008)”, January 20, 2009, in- corporated by reference in title 13, CCR,

section 1968.2.1(g) (1.10.8). ● SAE J1939/73 “Application Layer — Diagnos - tics”, September 08, 2006, incorporated by refer- ence in title 13, CCR,

section 1968.2.1(g) (1.10.9). ● SAE J1939/81 “Network Management”, May 08, 2003, incorporated by reference in title 13, CCR,

section 1968.2.1(g) (1.10.10). ● SAE J1939/84 “OBD Communications Compli - ance Test Cases For Heavy Duty Components and Vehicles”, December 2008, incorporated by refer- ence in title 13, CCR,

section 1968.2.1(g) (1.10.11). ● SAE J1699–3 — “OBD II Compliance Test Cas- es”, May 2006, incorporated by reference in title 13, CCR,

section 1968.2.1(g) (1.11). ● SAE J2534–1 — “Recommended Practice for Pass–Thru Vehicle Programming”, December 2004, incorporated by reference in title 13, CCR,

section 1968.2.1(g) (1.12). ● Attachment E: CAL ID and CVN Data of ARB Mail–Out #MSC 06–23, December 21, 2006, in - corporated by reference in title 13, CCR,

section 1968.2.1(g) (4.7.4). ● Attachment A of ARB Mail–Out #95–20, May 22, 1995, incorporated by reference in title 13, CCR,

section 1968.2.1(i) (2.2). ● Attachment A: Misfire Disablement and Detec - tion Chart of ARB Mail–Out #06–23, December 21, 2006, incorporated by reference in title 13, CCR,

section 1968.2.1(i) (2.5.1) (C). ● Attachments F and G of ARB Mail–Out #MSC 06–23, December 21, 2006, incorporated by ref - erence in title 13, CCR,

section 1968.2.1(i) (2.16). ● Attachment D: Rate Based Data of ARB Mail–Out #06–23, December 21, 2006, incor - porated by reference in title 13, CCR,

section 1968.2.1(j) (3.2). ● Health and Safety Code

section 39010 et seq., in- corporated by reference in title 13, CCR,

section 1968.5.1(a) (3). ● Title 13, CCR, sections 1900(

b) and 1968.2(c), in- corporated by reference in title 13, CCR,

section 1968.5.1(a) (3). ● EMFAC2000 “Public Meeting to Consider Ap - proval of Revisions to the State’s On–Road Motor Vehicle Emissions Inventory: Technical Support Document,

Section 7.1, ‘Estimation of Average Mileage Accrual Rates from Smog Check Data,’” May 2000, incorporated by reference in title 13, CCR,

section 1968.5.1(b) (3) (A) (iv). ● SAE J1979 as incorporated by reference in ti - tle 13, CCR

section 1968.2(g) (1) and

section 1968.2.1(g) (4.1). ● SAE J1979 “E/E Diagnostic Test Modes,” Feb - ruary 2012, incorporated by reference in title 13, CCR,

section 1971.1.1(c). ● The evaporative emission standards and test procedures incorporated by reference in title 13, CCR,

section 1976, as referenced in title 13, CCR,

section 1971.1.1(c). ● The exhaust emission levels to which an engine family is certified under the averaging, banking, and trading program incorporated by reference in title 13, CCR,

section 1956.8, as referenced in ti- tle 13, CCR,

section 1971.1.1(c). ● The certification exhaust emission standards and test procedures applicable to the SET cycle in - corporated by reference in title 13, CCR,

section 1956.8(

b) and

section 1956.8(d), as reference